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Part I
Design three ship hulls for carrying crude oil cargo which conforms to,
i) Single hull oil tanker
ii) Double hull oil tanker
iii) Combination carrier
Part II
Analyze the following ship design characteristics in each of the above cases:
i) Stability
ii) Structural strength
iii) Cargo handling
Part III
SOLUTION
SINGLE HULL OIL TANKER:These tankers are intended to carry oils of flash point approximately 60o C.It
consists of only one hull.
Cargo Area: Cargo area is that part of the vessel that contains cargo tanks,slop tanks and
cargo pump rooms including coffer dams,ballast and void spaces adjacent to cargo
tanks.Slop tank means a tank specifically designated for the collection of tank drainings,
tank washings and other oily mixtures.
Bulkheads: Both transverse and longitudinal bulkheads are fitted for subdivision of ship.
The width of the hatches i.e) the extent of the hatches in the transverse direction
of the vessel, is much smaller than the beam of the vessel normally 50 percent of the
beam of the vessel. The reason for this is two fold Firstly, larger hatches would not
render sufficient space on deck for placing the hatch covers between the hatch coaming
and the side of the vessel and secondly larger hatches would impair the structural strength
of the vessel by the rendering insufficient structural steel in the deck.
PART II
STABILITY:
Survivability: Survivability is a measure of a vessels ability to survive i.e) not
capsize or sink after sustaining damage to the hull.A probabilistic methodology was used
to asses the survivability of single hull and double hull tankers.The average survivability
indices for each tanker size is given in the table.
Survivability Index
Vessel Capacity
Single Hull
Double Hull
35000-50000
95
95.9
80000-10000
99.6
99.7
135000-16000
100
99.7
265000-300000
99.39
100
FIGURE Variation in intact stability. (a) Positive stability. (b) Negative stability.
STRUCTUAL STRENGTH
The longitudinal structural strength is determined based on the section
modulus of midship section.
I
Section modulus Z = Y
Where I is the Moment of Inertia about Neutral axis.
Y is the distance from neutral axis to the extreme layer.
Consider,
M
I
Y
M
I
Z
Y
6
The permissible stress is known.From this the total bending moment can be found
out.The total bending moment is the sum of still water bending moment and wave
bending moment.
The still water bending moment can be obtained from empirical formulas and
substracting this from total bending moment,wave bending moment is obtained.The wave
bending moment obtained is checked with the minimum requirements and hence the
structural strength is evaluated.
In single hull tankers the structural strength is less because the longitudinal
members are less when compared to the double hull tankers (additional double
bottom).Due to decrease in moment of inertia the section modulus is reduced.For a given
value of allowable stress the allowable bending moment is reduced.
In combination carriers the bottom is strengthened more. In this type of carriers the bulk
cargo is carried in cargo holds and the oil is carried in wing tanks.Since the bottom is
more strengthened it will contribute to more longitudinal streangth.
III) CARGO HANDLING:
Cargo handling systems for single hull oil tankers and double hull oil tankers.
The system include,
1. Cargo pump rooms
2. Cargo pump.
3. Cargo piping systems.
4. Remote control of values.
5. Cargo handling control.
6. Cargo handling arrangement.
Cargo pump rooms and piping:
Pump rooms may be single or multiple. Where large tankers are designed solely
to carry crude oil, a single pump room is fitted aft adjacent to the machinery spaces. The
piping system is of direct line type, three or four lines being provided each with suctions
from a group of tanks. A few large tankers have a discharge system which relies on
hydraulically controlled sluice valves in the tank bulkheads. These permit a flow of oil to
the common suction in the aft tank space.
Cargo Pumps:
The main cargo pumps are of centrifugal type motor driven or geared turbine and
have a very high pumping capacity say 3500m3/hour.Because of their high capacities the
centrifugal cargo pumps are unsuitable for emptying the tanks completely and for this
purpose reciprocating pumps with capacities say 350m3 /hour are provided. Tanker cargo
discharge systems are now often fully computerized.
Remote control of valves:
Valves on deck and in pump rooms which are provided with manual control.In
general there
compared to the beam of the vessel means that the loading equipment's access to the
outer parts of the hold is hindered by the deck, which forms an "overhang" above this
part of the hold, normally resulting in a need for extra trimming.
Discharging of bulk cargo from a hold is normally carried out by discharging
equipment temporarily located above the hatch, comprising a gantry crane with a large
grab which is lowered into the bulk cargo, and which to a limited extent is moveable in
the transverse direction of the hold. Again the relatively small hatch opening compared to
the beam of the vessel is a limitation, as the "overhang" created by the deck hinders the
grab's access to the outer parts of the hold. To get better access to the outer parts of the
hold, the grab is often forced in the transverse direction of the hatch, which may cause
damage to the hatch coamings. As a considerable amount of cargo is unreachable by the
grab, a caterpillar is lowered into the hold to move the bulk cargo from the outer parts of
the hold into the area which is accessible to the grab/discharging equipment, which is a
time-consuming and costly operation. When transporting dry cargo the hatches are
closed, the hatch covers being tightened and secured to the hatch coamings.
Discharging of bulk cargo from a hold is normally carried out by discharging
equipment temporarily located above the hatch, comprising a gantry crane with a large
grab which is lowered into the bulk cargo, and which to a limited extent is moveable in
the transverse direction of the hold. Again the relatively small hatch opening compared to
the beam of the vessel is a limitation, as the "overhang" created by the deck hinders the
grab's access to the outer parts of the hold. To get better access to the outer parts of the
hold, the grab is often forced in the transverse direction of the hatch, which may cause
damage to the hatch coamings. As a considerable amount of cargo is unreachable by the
grab, a caterpillar is lowered into the hold to move the bulk cargo from the outer parts of
the hold into the area which is accessible to the grab/discharging equipment, which is a
time-consuming and costly operation. When transporting dry cargo the hatches are
closed, the hatch covers being tightened and secured to the hatch coamings.
In tanker mode, the hatch covers of the OBO vessel are in closed
position, tightened and secured to the hatch coamings, both during loading, unloading
and transport. The liquid cargo is loaded through the main cargo lines, via the drop lines,
and discharged by the cargo pumps via the main cargo lines.
PART III
COMPARITIVE STUDY OF ADVANTAGES AND DISADVANTAGES OF EACH
OF THE THREE HULLS
1. When vessel experiences collision,
In case of single hull tanker the oil gets spilled out into the sea which causes
a great damage to the life of marine organisms.According to the MARPOL regulations
single hull for an oil tanker is not allowed.So the single hull is out of the case.
In case of double hull tankers when the outer hull is damaged due to
collision the inner hull protects the oil to get spill out.This is the advantage of double hull
oil tanker.
In case of combination carriers there will be two cases i.e)when carrying
ore and when carrying oil in wing tanks.During collision the ore/oil gets discharged into
the sea which causes damage to the life of marine organisms.
Incidents where single hull oil tankers spilled out oil,
Sea Empress on the other hand has single hull went aground resulted in
considerable pollution to the environment.
Olympic spnsor a double hull tanker,was damaged and suffered a hole in the outer
hull,but the inner hull remained intact and no oil was spilled.
Icaro, a double hull tanker ran aground but no cargo was lost.
Barga was a double hull tanker that grounded. The outer hull was holed but there
was no oil spilled because the inner hull was undamaged.
10
STABILITY:
For a given depth of ship the intact stability for a single hull tanker is more
when compared to double hull tanker.
In the case of double hull tanker of same depth due to inner bottom the centre
of gravity of the ship will raise and hence the metacentric height reduces and hence
reduces the stability.
STRUTURAL STRENGTH:
The structural strength of the single tanker is less when compared to the
other two because of less section modulus due to less number of longitudinal members.
In case of double hull tankers due to more longitudinal members the
structural strength is more when compared to single hull tankers.
CARGO HANDLING:
In the single hull and double hull oil tankers the cargo handling is done
through pumps and piping.
But in combination carriers the cargo handling is complicated because
the handling of both bulk cargo and oil is to be done.Seperate arrangement should be
given to each type.
PART IV: From the above the double hull oil tanker is better compared to the other two
in the discussed aspects.
11
TASK-B:-
TITLE
Pg No.
1. Owners Requirements
13
14
17
4. Freeboard Calculations
41
57
6.
66
Bonjeans Curves
7.
71
8.
Tonnage Calculations
87
9.
Resistance and
Propulsion Calculations
93
99
129
141
180
14.
References
182
12
CHAPTER-1
OWNERS REQUIREMENTS
1. Type of Cargo:
ONWARD JOURNEY: Stones, Clay,Bricks and other building materials from
India to Dubai
RETURN JOURNEY: CRUDE OIL from Gulf to India
= 4 DAYS
= 5 DAYS
5. No of Crew: 49
6. Classification Societies: LRS/IRS
13
CHAPTER-2
SHIP DESIGN METHOD
(DESIGN SPIRAL)
a) CONCEPT DESIGN: The very first effort, concept design translates the mission
14
It includes preliminary light-ship weight estimates usually derived from curves, formulas,
or experience. Alternative designs are generally analyzed in parametric studies during this
phase to determine the most economical design solution or whatever other controlling
parameters are considered determinant. The selected concept design then is used as a
talking paper for obtaining approximate construction costs, which often determine
whether or not to initiate the next level of development, the preliminary desingn..
b) PRELIMINARY DESIGN: A ship's preliminary design further refines the major ship
characteristics affecting cost and performance. Certain controlling factors such as
Length, beam, horsepower, and deadweight would not be expected to change upon
completion of this phase. Its completion provides a precise definition of a vessel that will
meet the mission requirements; this provides the basis for development of contract plans
and specifications.
c)
CONTRACT DESIGN:
15
16
CHAPTER-3
DETERMINATION OF MAIN DIMENSIONS AND COEFFICIENTS
17
In response to continuing oil spills, double hull construction for oil tankers became
mandatory in 1993 by order of the maritime environmental protection committee of the
international maritime organization (IMO). Compared to single hull tankers, the use of
double hull construction has resulted in a distinct reduction in the probability of oil spills
resulting from collision or grounding
As a part of the academic schedule, preliminary Design of double hull Crude Oil Tanker
with 55,000 Tonnes (approximate) deadweight and 18 knots service speed is under
taken.
In this design the necessary facilities and the requirements that fulfill the specifications of
owners, the rules of classification and statutory requirements of the National and
International Authorities have been implemented.
BULK CARRIER
The class of vessel generally described as a bulk carrier is usually one designed to
carry dry cargoes economically from one port to another. Bulk means huge quantity. Bulk
commodities are grain, barley, wheat, sugar, phosphates, urea, ores, etc. The densities of
these cargoes are quite different and so it can be seen that a general purpose cannot be as
efficiently loaded as a specially designed ship.
18
within the life of the ship. Basic design includes selection of ship dimensions, hull form,
amount of power and type of engine, preliminary arrangement of hull and machinery, and
major structural arrangement. Proper selections assure the attainment of the mission
requirements such as cargo carrying capacity and dead weight. It includes checks and
modifications for achievement of required cargo capacity, subdivision and stability
standards, free board and tonnage measurement.
For the optimization of dimensions for economic efficiency, at the same time
meeting the owners requirements I have adopted the following procedure. I would have
taken the parent ship having the specified deadweight and speed. But to have an idea of
dimensions for optimization I referred Register of Ships compiled by classification
society (LRS), which gives the particulars of ships built under their survey. These
particulars include name of the ship, its year and place of built, LOA, LBP, B, D, T,
Speed, Deadweight, NRT, GRT, number of holds, super structure details, main engine
details etc.
Dubai is the fastest growing city in the world. Lot of building materials
like stones, clay, bricks, tiles, concrete blocks and so many building materials are
required in huge quantities. It is possible to design the ship to export such materials to
Dubai from India and import oil from gulf. In both onward and return voyages the cargo
is being carried instead of fully ballast condition on one side and so the profitability is
increased.
19
20
Table 1
DATA OF SHIPS OF 50000 TONNES TO 60000 TONNES DWT WITH SPEED OF
16 TO 20 KNOTS
S.No
DWT
LBP
Breadth
Depth Draft
Power(kw)
Power(bhp)
1
50027 247.38
32.26
24.13 13.15
26624.00
34836.00
2
50250 205.01
30.41
17.33 12.17
10592.00
14400.00
3
50600 173.51
32.21
17.81 13.28
9000.00
12236.00
4
50655 187.00
32.20
16.80 12.23
10474.00
14239.00
5
50743 219.00
36.60
20.40 10.83
11122.00
15120.00
6
50801 186.01
36.59
15.91 11.28
11843.00
16100.00
7
51232 210.01
38.41
18.01 11.02
12137.00
16500.00
8
51579 232.04
34.75
20.65
9.45
15300.00
20800.00
9
51648 276.12
32.26
20.25 11.60
18349.00
24946.00
10
52000 192.00
32.20
19.30 12.80
11475.00
15600.00
11
52070 216.00
369.61
21.47 12.60
19125.00
26001.00
12
52164 206.46
30.51
17.00 12.10
11033.00
14999.00
13
52492 200.03
28.60
17.60 12.44
12872.00
17500.00
14
52710 216.01
35.41
22.61 11.77
15079.00
20500.00
15
53439 194.32
29.01
18.01 13.27
12137.00
16500.00
16
53586 231.12
26.00
16.69 12.79
11107.00
15100.00
17
53726 228.84
32.21
18.83 13.00
21217.00
28845.00
18
53836 251.27
28.50
18.01 12.57
12799.00
17400.00
19
53973 216.00
36.61
21.47 12.50
19125.00
26001.00
20
54158 205.00
32.20
17.00 12.35
14123.00
19200.00
21
54158 205.50
32.20
17.00 12.35
12799.00
17400.00
22
54158 216.19
34.82
22.36 13.55
22066.00
29999.00
23
54600 200.44
32.24
17.33 12.65
11651.00
15840.00
24
54615 205.38
32.25
16.96 12.40
12799.00
17400.00
25
55728 222.00
35.81
22.82 12.00
17506.00
23800.00
26
56085 201.00
32.24
16.26 12.42
13593.00
18480.00
27
56188 215.50
34.21
21.62 13.03
17249.00
23450.00
28
56746 198.00
32.25
16.74 12.69
12799.00
17400.00
29
56800 190.00
32.20
19.50 13.52
10920.00
14846.00
30
56875 212.13
36.00
19.02 12.42
11760.00
15988.00
31
57372 202.50
32.25
16.41 12.47
12799.00
17400.00
32
58557 213.01
32.20
17.91 12.47
9636.00
13100.00
33
58570 204.63
30.01
18.42 13.70
10592.00
14400.00
34
59250 201.20
32.20
17.50 13.14
15266.00
20754.00
35
59494 225.53
32.16
16.31 12.21
12578.00
17100.00
36
59943 279.00
32.22
21.49 11.68
20596.00
28000.00
21
Speed
19.50
16.00
16.00
17.37
16.70
16.25
16.00
18.25
17.50
16.60
16.00
16.00
16.00
16.25
16.50
16.00
19.00
16.00
16.00
16.00
16.00
18.00
16.75
16.25
16.50
16.00
17.00
16.00
16.35
16.80
16.00
16.50
16.00
17.00
16.50
19.10
Table 2
DATA OF SHIPS OF AROUND 55000 TONNES DWT AT VARYING SPEEDS (18 +/- 2 KNOTS)
S.No
DWT
LBP
Breadth
Depth
Draft
Power(kw)
Power(bhp)
Speed
1
54158
205.50
32.20
17.00
12.35
12799.00
17400.00
16.00
2
54158
216.19
34.82
22.36
13.55
22066.00
29999.00
18.00
3
54600
200.44
32.24
17.33
12.65
11651.00
15840.00
16.75
4
54615
205.38
32.25
16.96
12.40
12799.00
17400.00
16.25
5
55728
222.00
35.81
22.82
12.00
17506.00
23800.00
16.50
6
56085
201.00
32.24
16.26
12.42
13593.00
18480.00
16.00
7
56188
215.50
34.21
21.62
13.03
17249.00
23450.00
17.00
8
56746
198.00
32.25
16.74
12.69
12799.00
17400.00
16.00
9
56800
190.00
32.20
19.50
13.52
10920.00
14846.00
16.35
10
56875
212.13
36.00
19.02
12.42
11760.00
15988.00
16.80
Table 3
DATA OF SHIPS OF SPEED AROUND 18 KNOTS AT VARYING DWT (55000+/-5000 TONNES)
S.No
DWT
LBP
Breadth
Depth
Draft
Power(kw)
Power(bhp)
Speed
1
56875
212.13
36.00
19.02
12.42
11760.00
15988.00
16.80
2
56188
215.50
34.21
21.62
13.03
17249.00
23450.00
17.00
3
59250
201.20
32.20
17.50
13.14
15266.00
20754.00
17.00
4
50655
187.00
32.20
16.80
12.23
10474.00
14239.00
17.37
5
51648
276.12
32.26
20.25
11.60
18349.00
24946.00
17.50
6
54158
216.19
34.82
22.36
13.55
22066.00
29999.00
18.00
7
51579
232.04
34.75
20.65
9.45
15300.00
20800.00
18.25
8
53726
228.84
32.21
18.83
13.00
21217.00
28845.00
19.00
9
59943
279.00
32.22
21.49
11.68
20596.00
28000.00
19.10
10
50027
247.38
32.26
24.13
13.15
26624.00
34836.00
19.50
22
S.No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
DWT
50027
50655
51579
51648
53726
54158
54158
54158
54600
54615
55728
56085
56188
56188
56746
56800
56875
56875
59250
59943
LBP
247.38
187.00
232.04
276.12
228.84
205.50
216.19
216.19
200.44
205.38
222.00
201.00
215.50
215.50
198.00
190.00
212.13
212.13
201.20
279.00
Table 4
Table for L/B,B/D and L/D for the ships in Table 2 and Table 3
Breadth Depth Draft
Power(kw)
Power(bhp)
Speed
32.26
24.13 13.15
26624.00
34836.00
19.50
32.20
16.80 12.23
10474.00
14239.00
17.37
34.75
20.65
9.45
15300.00
20800.00
18.25
32.26
20.25 11.60
18349.00
24946.00
17.50
32.21
18.83 13.00
21217.00
28845.00
19.00
32.20
17.00 12.35
12799.00
17400.00
16.00
34.82
22.36 13.55
22066.00
29999.00
18.00
34.82
22.36 13.55
22066.00
29999.00
18.00
32.24
17.33 12.65
11651.00
15840.00
16.75
32.25
16.96 12.40
12799.00
17400.00
16.25
35.81
22.82 12.00
17506.00
23800.00
16.50
32.24
16.26 12.42
13593.00
18480.00
16.00
34.21
21.62 13.03
17249.00
23450.00
17.00
34.21
21.62 13.03
17249.00
23450.00
17.00
32.25
16.74 12.69
12799.00
17400.00
16.00
32.20
19.50 13.52
10920.00
14846.00
16.35
36.00
19.02 12.42
11760.00
15988.00
16.80
36.00
19.02 12.42
11760.00
15988.00
16.80
32.20
17.50 13.14
15266.00
20754.00
17.00
32.22
21.49 11.68
20596.00
28000.00
19.10
L/B
7.67
5.81
6.68
8.56
7.10
6.38
6.21
6.21
6.22
6.37
6.20
6.23
6.30
6.30
6.14
5.90
5.89
5.89
6.25
8.66
B/D
1.34
1.92
1.68
1.59
1.71
1.89
1.56
1.56
1.86
1.90
1.57
1.98
1.58
1.58
1.93
1.65
1.89
1.89
1.84
1.50
Dead weight Displacement ratios as given is text books have a wide range, for oil
tankers. This value vary from 0.80 to 0.86. So to get the nearest value I have calculated
the Displacement by arriving to an average block coefficient of fineness and by arriving
to a light ship weight form emperical formulas available.
Avg. CB = Average value of block coefficients which are very close to one
another calculated from the empirical relations. These empirical relations are
1). ALEXANDHARS FORMULA:
CB1=1.08 -
Vt
3.652 L.B.P
L/D
10.25
11.13
11.24
13.64
12.15
12.09
9.67
9.67
11.57
12.11
9.73
12.36
9.97
9.97
11.83
9.74
11.15
11.15
11.50
12.98
Fn=Froude number=
V
Lg
CB3=
0.145
Fn
Fn=Froude number
L
20
0.145
4). CB4=
. B
Fn
26
5). CB5=1.0 -
.19 * V
L.B.P
V =service speed in knots
B T CB 1.025 tonnes
24
1
3
1.6
B
2
2
5.11 L3.3
2.56 L B D
5
10
D
Pshp
200 .
10
25
L) L B
(a) Deadweight - Displacement ratios are calculated from average Block Coefficient of Fineness for the ships under consideration
Table 5
VALUES OF CD1 FOR SHIPS OF 50000TONNES TO 60000TONNES DWT WITH VARYING SPEEDS(TABLE 4), CONSIDERING BLOCK COEFFICIENT OF FINENESS TO GET DISPLACEMENT
S.NO
LBP
(m)
BREADTH
(M)
DEPTH
(m)
DRAFT
(m)
DWT
(tonnes)
POWER
(KW)
POWER
(BHP)
SPEED
(knots)
CB1
CB2
CB3
CB4
CB5
Cbavg
CD1
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
247.38
187.00
232.04
276.12
228.84
205.50
216.19
216.19
200.44
205.38
222.00
201.00
215.50
215.50
198.00
190.00
212.13
212.13
201.20
279.00
32.26
32.20
34.75
32.26
32.21
32.20
34.82
34.82
32.24
32.25
35.81
32.24
34.21
34.21
32.25
32.20
36.00
36.00
32.20
32.22
24.13
16.80
20.65
20.25
18.83
17.00
22.36
22.36
17.33
16.96
22.82
16.26
21.62
21.62
16.74
19.50
19.02
19.02
17.50
21.49
13.15
12.23
9.45
11.60
13.00
12.35
13.55
13.55
12.65
12.40
12.00
12.42
13.03
13.03
12.69
13.52
12.42
12.42
13.14
11.68
50027
50655
51579
51648
53726
54158
54158
54158
54600
54615
55728
56085
56188
56188
56746
56800
56875
56875
59250
59943
26624
10474
15300
18349
21217
12799
22066
22066
11651
12799
17506
13593
17249
17249
12799
10920
11760
11760
15266
20596
34836
14239
20800
24946
28845
17400
29999
29999
15840
17400
23800
18480
23450
23450
17400
14846
15988
15988
20754
28000
19.50
17.37
18.25
17.50
19.00
16.00
18.00
18.00
16.75
16.25
16.50
16.00
17.00
17.00
16.00
16.35
16.80
16.80
17.00
19.10
0.73
0.72
0.74
0.78
0.73
0.76
0.74
0.74
0.75
0.76
0.77
0.76
0.75
0.75
0.76
0.75
0.75
0.75
0.74
0.76
0.72
0.71
0.73
0.77
0.71
0.75
0.72
0.72
0.73
0.75
0.75
0.75
0.74
0.74
0.75
0.73
0.74
0.74
0.73
0.74
0.71
0.70
0.74
0.84
0.70
0.79
0.72
0.72
0.75
0.78
0.80
0.78
0.76
0.76
0.78
0.74
0.77
0.77
0.74
0.77
0.76
0.69
0.76
0.92
0.73
0.80
0.73
0.73
0.75
0.79
0.80
0.79
0.77
0.77
0.78
0.74
0.76
0.76
0.74
0.85
0.76
0.76
0.77
0.80
0.76
0.79
0.77
0.77
0.78
0.78
0.79
0.79
0.78
0.78
0.78
0.77
0.78
0.78
0.77
0.78
0.74
0.72
0.75
0.82
0.73
0.78
0.73
0.73
0.75
0.77
0.78
0.77
0.76
0.76
0.77
0.75
0.76
0.76
0.74
0.78
79257.16
53953.11
58393.54
87099.16
71454.84
65326.30
76819.79
76819.79
62907.36
64994.80
76516.17
63780.36
74986.10
74986.10
63911.61
63386.43
73989.10
73989.10
64991.81
84118.08
0.63
0.94
0.88
0.59
0.75
0.83
0.71
0.71
0.87
0.84
0.73
0.88
0.75
0.75
0.89
0.90
0.77
0.77
0.91
0.71
(b) Deadweight Displacement ratios are calculated from light ship weight using emerical formulas:
26
S.NO
LBP
(m)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
247.38
187.00
232.04
276.12
228.84
205.50
216.19
216.19
200.44
205.38
222.00
201.00
215.50
215.50
198.00
190.00
212.13
212.13
201.20
279.00
Table 6
VALUES OF CD2 FOR SHIPS OF 45000TONNES TO 55000TONNES DWT WITH VARYING SPEED(TABLE 4)
COSIDERING LIGHT SHIP WEIGHT USING EMPERICAL FORMULAE TO GET THE TOTAL DISPLACEMENT
Weight of
Weight of
Outfit
LIGHT
BREADTH DEPTH DRAFT
DWT
POWER POWER SPEED
engine
steel
weight
SHIP
(M)
(m)
(m)
(tonnes)
(KW)
(BHP)
(knots)
plant
(tonnes)
(tonnes)
WEIGHT(T)
(tonnes)
32.26
24.13
13.15
50027.00 26624.00 34836.00
19.50
16165.90
3778.18
3768.90
23712.98
32.20
16.80
12.23
50655.00 10474.00 14239.00
17.37
8054.25
2632.56
1604.02
12290.83
34.75
20.65
9.45
51579.00 15300.00 20800.00
18.25
15229.73
3743.22
2250.94
21223.88
32.26
20.25
11.60
51648.00 18349.00 24946.00
17.50
23631.84
4370.73
2659.65
30662.22
32.21
18.83
13.00
53726.00 21217.00 28845.00
19.00
13700.53
3407.61
3044.10
20152.24
32.20
17.00
12.35
54158.00 12799.00 17400.00
16.00
10735.60
2966.45
1915.68
15617.73
34.82
22.36
13.55
54158.00 22066.00 29999.00
18.00
12357.55
3422.97
3157.91
18938.43
34.82
22.36
13.55
54158.00 22066.00 29999.00
18.00
12357.55
3422.97
3157.91
18938.43
32.24
17.33
12.65
54600.00 11651.00 15840.00
16.75
9840.43
2877.38
1761.80
14479.61
32.25
16.96
12.40
54615.00 12799.00 17400.00
16.25
10709.97
2968.84
1915.68
15594.49
35.81
22.82
12.00
55728.00 17506.00 23800.00
16.50
13934.66
3642.61
2546.65
20123.92
32.24
16.26
12.42
56085.00 13593.00 18480.00
16.00
10238.60
2887.59
2022.12
15148.31
34.21
21.62
13.03
56188.00 17249.00 23450.00
17.00
12216.24
3349.22
2512.20
18077.66
34.21
21.62
13.03
56188.00 17249.00 23450.00
17.00
12216.24
3349.22
2512.20
18077.66
32.25
16.74
12.69
56746.00 12799.00 17400.00
16.00
9700.95
2833.88
1915.68
14450.52
32.20
19.50
13.52
56800.00 10920.00 14846.00
16.35
8233.95
2685.80
1663.81
12583.56
36.00
19.02
12.42
56875.00 11760.00 15988.00
16.80
12734.87
3453.90
1776.41
17965.18
36.00
19.02
12.42
56875.00 11760.00 15988.00
16.80
12734.87
3453.90
1776.41
17965.18
32.20
17.50
13.14
59250.00 15266.00 20754.00
17.00
9874.01
2887.66
2246.38
15008.05
32.22
21.49
11.68
59943.00 20596.00 28000.00
19.10
23436.01
4426.37
2960.86
30823.23
27
CD2
73739.98
62945.83
72802.88
82310.22
73878.24
69775.73
73096.43
73096.43
69079.61
70209.49
75851.92
71233.31
74265.66
74265.66
71196.52
69383.56
74840.18
74840.18
74258.05
90766.23
0.68
0.80
0.71
0.63
0.73
0.78
0.74
0.74
0.79
0.78
0.73
0.79
0.76
0.76
0.80
0.82
0.76
0.76
0.80
0.66
CD1
0.63
0.94
0.88
0.59
0.75
0.83
0.71
0.71
0.87
0.84
0.73
0.88
0.75
0.75
0.89
0.90
0.77
0.77
0.91
0.71
CD2
0.68
0.80
0.71
0.63
0.73
0.78
0.74
0.74
0.79
0.78
0.73
0.79
0.76
0.76
0.80
0.82
0.76
0.76
0.80
0.66
CD avg
0.65
0.87
0.80
0.61
0.74
0.80
0.72
0.72
0.83
0.81
0.73
0.83
0.75
0.75
0.84
0.86
0.76
0.76
0.85
0.69
Volume of Displacement ( ) =
28
L.B.P.
V
3.33 1.67
,
3
L.B.P.
70603
3.33 1.67
18
L.B.P
L
V
3.5 4.5
1
g 3
70603.33
9.26
3.5 4.5
9.81 70603.33 3
29
L=0.3
V0.3 3.2
L.B.P=218.57 meters.
SUMMARY:
1. FROM SPEED Vs L.B.P GRAPH
L.B.P: 218.72 m
L.B.P: 231.72 m
3. AYRES FORMULA
L.B.P: 221.17m
4. VOLKERS FORMULA
L.B.P: 230.19 m
5. SCHNEKLUTHFORMULA
L.B.P: 218.57 m
Because empirical formulas are not on the scientific basis, Average length
based on the above information is taken (1, 3, 5 values) as,
Average L.B.P =
219.49 m
2) BREADTH
When choosing the Breadth to comply with the required stability, stability conducive to
good sea keeping and stability required with special loading conditions should be taken
into consideration
30
31
L
+ (4.5 to 6.5)
9
1) B=
B=
L
+ (4.5)=28.94 m
9
B=
220
6.5 30.94m
9
2) B= Ln (n=0.66 to 0.68)
a) B= (220)0.66=35.16 m
b) B= (220)0.68=39.16 m.
3) BAWKWARSITES FORMULA:
B=
L
220
3.5
3.5 =32.07 m
7.7
7.7
4) WARSON FORMULA:
B=
L
+ 4.27=28.71 m
9
BREADTH=
31.87 m
3. DEPTH:
The depth is used to determine the ships volume and freeboard. The Depth should be
considered in relation to the longitudinal strength. An increase in depth will result in a reduction of
the longitudinal bending stresses providing an increase in strength, or allowing a reduction in
scantlings. Increased depth is therefore preferred to increased length.
FROM GRAPH :
32
B
=1.764
D
Depth,D=18.11m.
L
=11.24
D
Depth, D=19.57m.
B3
m
1 .5
D=
32 3
= 19.33 m.
1.5
By trial and error method checking for the values of depth between 18.11 and 19.57 and checking
the difference in the displacement, depth is taken as 18.2.
As per Classification Society rules
B
< 2.5
D
COEFFICIENTS OF FORM
33
L * B *T
V
gL
18 0.5144
0.199
9.81 220
V
gL
34
b). C
B3
c)
(iii)
(iv)
0.145 0.145
0.73
Fn
0.199
220
20
20
0.14 B
0.14 30
0.74
Fn
26
0.199
26
C B4
C B 5 1.08
= 1.0
Vt
3.652
0.19V
0.77
L
0.74
JENSENS FORMULA:
C B 6 4.22 27.8 Fn (39.1 Fn ) 46.6( Fn ) 3
CB6=0.77
35
C M 1 1.006 0.0056C B
3.56
1
1
0.99
3 .5
1 (1 C B )
1 (1 0.74) 3.5
CB) =0.97
Finalized CM = 0.98
(3). Longitudinal Prismatic Coefficients (CPL):
(i). Longitudinal prismatic Coefficient, CPL=
CB
0.74
=0.76
CM
0.98
L
ratio may have either U or V
B
L
ratio have extreme V forms.
B
36
(1 2C B ) (1 2 0.74)
0.83
3
3
B
(a) CW (0.471 0.551 C ) 0.84
B
(c)
CB
1 2
CW
0.74
C M
0.98
1 2
0.83
Cw3 = 0.84
From the above results,
Finalized CW=0.83
(5). Vertical Prismatic Coefficients (CPv):
CPV=
37
CB
0.74
= 0.89
CW
0.83
(1) SHEER:
STATION
AFT
ORDINATE
L
10)
3
L
11.1( 10)
3
L
2.8( 10)
3
25(
A.P
1/6 L from A.P
1/3 L from A.P
AMIDSHIPS
FORWARD
0
L
10)
3
L
22.2( 10)
3
L
50( 10)
3
5.6(
(2). CAMBER
Standard camber=
B
=0.6 m
50
(3).BILGE RADIUS ( R ):
B.C K
L
2 ,
4 CB
38
STANDARD
SHEER (in mm)
2083.33
925
233.33
0
466.66
1850
4166.66
30 0.6
2.90
220
m
2
4 (0.74)
30
: Nil.
: Sulzer RTA 72 U
Power
: 17680 KW
Speed
: 71 rpm
Value of A
: 11419 mm
Value of K
: 451 mm
39
5) BREADTH OF SUPERSTRUCTURE:
Breadth of superstructure = Breadth of engine casing + (2* width of alleyway)
+(2* length of a cabin in transverse direction).
Breadth of engine = B
Where, E is the half breadth of the engine near turbo charger (maximum)
Breadth of engine casing = 4070 +2000=6070 mm.
Width of alleyway = 1000 mm.
Length of a cabin in transverse direction = 4000 mm.
Breadth of superstructure = 6070 + (2*1000) + (2 * 4000) = 16070mm
Breadth of superstructure = 16 meters (approx)
: BULBOUS BOW
: CRUSIER STERN
: AFT
CHAPTER-4
40
FREEBOARD CALCULATIONS
PRELIMINARY FREEBOARD CALCULATION USING L.B.P AS LOAD
LINE LENGTH AS PER LOAD LINE REGULATIONS
Freeboard may be broadly defined as the height that the sides of a
floating vessel project above the water. The maximum waterline to which a ship can be
loaded is governed by the Plimsoll marks, which are permanently marked on the vessels
sides at amidships. The freeboard deck means the uppermost complete deck having
permanent means of closing all opening in freeboard deck.
Freeboard rules are designed to ensure that the vessel when loaded to
her marks has sufficient reserve buoyancy in the portion of the hull above the waterline to
ensure a satisfactory margin of safety.
Freeboard Calculation Procedure:
1. L.B.P is taken as FREE BOARD LENGTH = 220 m
2. BREADTH = 32 m
3. DEPTH FOR FREEBOARD:
Depth for freeboard is the moulded depth at midships plus the thickness of the
Freeboard deck stringer plate +wood sheathing, if any.
The Tabular Freeboard (FO) from Freeboard Table for 220 m length is FO = 2792mm.
CORRECTIONS:
1. BLOCK COEFFICIENT (CB):
Where CB exceeds 0.68, the tabular freeboard shall be multiplied by the factor
C B 0.68
1.36
0.74 0.68
2915.18 mm
1.36
L
L
L>120 m
250
= 3803.51 mm
3. LENGTH OF SUPER STRUCTURE:
Superstructure length LS =24 m.
Full breadth of superstructure=32 m
Breadth of superstructure from side to side bulkhead b=16 m.
(b/B)
= 24 (16/32) =12 m.
% effectivelength of length =
effectivelength
12
0.0545%
L.B.P.
220
42
of
deduction
for
all
types
of
Superstructures
14
21
31
41
52
63
75.3
87.7
100
93.63mm
0.74
L B T
Volume of displacement,
= (0.74)(220)(32)(14.51)
= 75591.30 m3
1.0L
100
3V 3
AC
P
Where = Displacement in tonnes = 77481.08 tonnes
V = Service speed in knots = 18 knots
P = Power in Kw
L = Length between perpendiculars = 220 m
AC 26
150
26
V
220
150
602.31
18
3V 3 77481.08 3 18
POWER, P
17597.92 KW
AC
602.31
2
Power(KW) =
L
1.44 12C B ]
61
15000 1.81N L
(0.735)( 3 * V 3 )[40
Where
= Displacement in tonnes = 77481.08 tonnes
V = Service speed in knots = 18 knots
L = Length between perpendiculars = 220 m
N = 71 rpm
44
Power(KW)
220
1.44 12 * 0.74]
= 17226.62
61
15000 1.81 * 71 220
(0.735)(77481.08
* 18 3 )[40
KW
Power = 17226.62 KW
(3) SILVER LEAF FORMULA FOR TANKERS:
VS = service speed =18 knots
VB= Boundary speed =
L (3.06 2.52(C
)) 17.73 knots
Average power =
(4) From data collected from register of ships, one ship which coincides
approximately with length, breadth and depth of my ship has power = 17680KW
For light ship weight I have taken 17680 KW power
B D Cs
Cs = Cso +0.064 e(0.54u+0.1u^2.45)
WST = L
U = log10 (
WST = L
77481.08
) = log10 (
) =2.889 ; Cso = 0.0752
100
100
B D Cs
= 220
32 18.2 Cs
45
For double hull oil tanker ships steel weight is increased, so 60% is added to steel weight
of single hull ship.
W steel weight =10083.99 + (0.6
L) (B L)
= (0.325+0.0006 220) (32 220)
W outfit = (0.325+0.0006
= 3217.28 Tonnes
c) MACHINERY WEIGHT:
WEP=
PSHP
17680
200
200 2602.17Tonnes
10
0.736 10
= 55527.25 Tonnes
46
vessel project above the water. The maximum waterline, to which a ship can be loaded, is
governed by the plimsoll marks, which are permanently marked on the vessels sides at
amidships. The freeboard deck means the uppermost complete deck having permanent
means of closing all opening in weather deck.
Freeboard rules are designed to ensure that the vessel when loaded to her marks
has sufficient reserve buoyancy in the portion of the hull and the erection above the
waterline to ensure a satisfactory margin of safety.
Freeboard Calculation Procedure:
Sectional areas lifted at 85% of the least molded depth from bonjean curves
85% of molded depth =18.20 0.85=15.47 m
47
Sectional areas lifted at 85% of the least molded depth from bonjean curves
Station
0
0.25
0.5
0.75
1
1.5
2
2.5
3
3.5
4
Sectional
Areas in
m2
15.76
50.17
96.52
143.40
187.81
275.69
354.10
415.57
457.04
480.04
488.04
5
6
6.5
7
7.5
8
8.5
9
9.25
9.5
9.75
10
491.04
490.04
476.04
484.04
471.04
432.57
365.16
261.87
201.99
137.64
79.82
30.00
Simpsons
Multipliers
0.25
1
0.5
1
0.75
2
1
2
1
2
1.5
4
1.5
2
1
2
1
2
0.75
1
0.5
1
0.25
Sum V
Product
for
Volume
3.94
50.17
48.26
143.4
140.858
551.38
354.1
831.14
457.04
960.08
732.06
1964.16
735.06
952.08
484.04
942.08
432.57
730.32
196.403
201.99
68.82
79.82
7.5
11067.3
Volume of displacement () =
Lever
5
4.75
4.5
4.25
4
3.5
3
2.5
2
1.5
1
Sum
M1
1
1.5
2
2.5
3
3.5
4
4.25
4.5
4.75
5
Sum
M2
9804.3
735.06
1428.12
968.08
2355.2
1297.71
2556.12
785.61
858.458
309.69
379.145
37.5
11710.7
h
22
V =
11067 .3 = 81160.2 m3
3
3
Product
for
Moment
19.7
238.308
217.17
609.45
563.43
1929.83
1062.3
2077.85
914.08
1440.12
732.06
(M 1 M 2 )
220 (11710 .7 9804.3)
]
10
11067 .3
V
48
49
Cb=
81160.20
=
= 0.74
L BT
220.08 32 15.47
CORRECTIONS:
1. BLOCK COEFFICIENT (CB):
Where CB exceeds 0.68, the tabular freeboard shall be multiplied by the factor
C B 0.68
1.36
0.74 0.68
2915.93 mm
1.36
L
L
L>120 m
: Sulzer RTA 72 U
Power
: 17680 KW
50
Speed
: 71 rpm
Value of A
: 11419 mm
Value of K
: 451 mm
(b/B)
= 24 (16/32) =12 m.
51
% effectivelength of length =
effectivelength
12
0.0545%
L.B.P.
220
of
deduction
for
all
types
of
Superstructures
0
0
14
21
31
41
52
63
75.3
87.7
100
93.63mm
52
1.0L
100
Sectional
Areas in Simpsons
Station
m2
Multipliers
0
0.25
8.57
0.25
1
39.61
0.5
0.5
81.65
0.75
1
125.18
1
0.75
166.71
1.5
2
250.26
2
1
325.79
2.5
2
385.81
3
1
426.32
3.5
2
449.32
4
1.5
457.32
5
6
6.5
7
7.5
8
8.5
9
9.25
9.5
9.75
10
460.32
459.32
453.32
445.32
440.32
402.81
338.28
241.71
186.16
126.61
74.06
30
Volume of displacement () =
4
1.5
2
1
2
1
2
0.75
1
0.5
1
0.25
Sum V
Product
for
Volume
2.14
39.61
40.83
125.18
125.03
500.52
325.79
771.62
426.32
898.64
685.98
Product
for
Moment
10.71
188.15
183.71
532.02
500.13
1751.82
977.37
1929.05
852.64
1347.96
685.98
Lever
5
4.75
4.5
4.25
4
3.5
3
2.5
2
1.5
1
Sum
1841.28
M2
8959.54
688.98
1
688.98
906.64
1.5
1359.96
445.32
2
890.64
880.64
2.5
2201.60
402.81
3
1208.43
676.56
3.5
2367.96
181.28
4
725.13
186.16
4.25
791.18
63.31
4.5
284.87
74.06
4.75
351.79
7.50
5
37.50
Sum
10296.20 M1 10908.04
h
22
V =
10296.20 = 75505.47 m3
3
3
53
() = 75505.47 m3
(M 1 M 2 )
220 (10908.04 8959.54)
]
4.16m forward of
10
10296.20
V
midship
Value of L.C.B. from Hydrostatic curves is 4.16 m
75505.47
0.74
L B T
220 32 14.51
CB
CM
Am
460.32
0.99
B T 32 14.51
54
C PL
CB
0.74
0.75
CM
0.99
CALCULATION OF WATERPLANE
AREA AT DESIGNED LOAD WATERLINE(14.51 M)
STATION
HALF
BREADTHS
(m)
SIMPSONS
MULTIPLIERS
PRODUCT FOR
AREA
0
0.25
0.5
0.75
1
1.5
2
2.5
3
3.5
4
5
6
6.5
7
7.5
8
8.5
9
9.25
9.5
9.75
10
3.28
5.11
7.36
9.08
10.52
12.97
14.65
15.63
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.47
13.80
10.41
8.18
5.61
2.90
0.08
0.25
1
0.5
1
0.75
2
1
2
1
2
1.5
4
1.5
2
1
2
1
2
0.75
1
0.5
1
0.25
0.82
5.11
3.68
9.08
7.89
25.94
14.65
31.26
16
32
24
64
24
32
16
32
15.47
27.6
7.8075
8.18
2.805
2.9
0.02
SUM=403.21
CW
2 h A
3
2 22 403.21
5913.75m 2
3
AW
5913.75
0.84
L B 220 32
55
C pv
C B 0.74
0.88
C w 0.84
AM
, Where AM = midship section area in m2
B T
= 14.51 m
AM
56
CHAPTER-5
HULL FORM DESIGN AND LINES PLAN
While designing a merchant vessel, the main parameters such as dimensionslength, breadth, draught; coefficients of form such as block coefficient and the
longitudinal position of centre of buoyancy are to be fixed. The geometry of the ship has
influence on the following characteristics:
1. Resistance increase in seaway
2. Manoeuvrability
3. Course- keeping capability
4. Roll damping
5. Sea-keeping ability
6. Size of under deck volume
Length Between Perpendiculars is divided into 10 equal parts with ordinate stations
A.P (0), 1/4,1/2,3/4,1,11/2,2,21/2,3,31/2,4,5,6,61/2,7,71/2,8,81/2,9,91/4,91/2,93/4,10(F.P). More
stations are taken at the ends to define the curvature of a ship more accurately. The
sectional area up to moulded draft can be drawn by taking the sectional areas on Y-axis
and ordinate stations on X-axis. The ordinates for sectional area curve are given as the
ratio of sectional area to midship section area against the values of block coefficient from
0.52 to 0.88. Sectional areas are calculated at various stations from ordinates lifted from
fig.54 of B.S.R.A. results at the CB of the ship under design.
57
Ordinate
Y
Sectional
Area/Am
0.35
1.91
0.01832
1/4
1.5
1.91
0.07853
1/2
1.39
1.9
0.1
0.17316
3/4
1.3
1.9
0.2
0.26842
1.15
1.9
0.3
0.36053
1 1/2
0.8
1.9
0.5
0.54211
0.1
1.9
0.7
0.70526
2 1/2
0.7
1.97
0.8
0.83553
0.52
1.91
0.9
0.92723
3 1/2
1.41
1.91
0.9
0.97382
1.91
1.91
0.9
1.00000
Am
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
Sectional
Area
SM
Product
For
Volume
Lever
Moment
Product
8.34
0.25
2.08
10.42
35.74
1.00
35.74
4.75
169.74
78.79
0.50
39.40
4.5
177.28
122.14
1.00
122.14
4.25
519.09
164.05
0.75
123.04
492.15
246.67
2.00
493.35
3.5
1726.72
320.92
1.00
320.92
962.75
380.19
2.00
760.39
2.5
1900.96
421.92
1.00
421.92
843.83
443.12
2.00
886.24
1.5
1329.35
455.03
1.50
682.55
682.55
=8814.85
1.91
1.91
0.9
1.00000
455.03
455.03
4.00
1820.12
1.91
1.91
0.9
1.00000
455.03
1.50
682.55
682.55
6 1/2
1.8
1.91
0.9
0.99424
452.41
2.00
904.82
1.5
1357.23
1.7
1.91
0.9
0.98901
450.03
1.00
450.03
900.05
7 1/2
1.1
1.91
0.9
0.95759
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
455.03
435.73
2.00
871.47
2.5
2178.66
400.06
1.00
400.06
1200.17
334.17
2.00
668.34
3.5
2339.19
239.49
0.75
179.62
718.47
182.01
1.00
182.01
4.25
773.55
125.97
0.50
62.99
4.5
283.44
75.44
1.00
75.44
4.75
358.34
29.78
0.25
7.44
37.22
1.56
1.97
0.8
0.87919
8 1/2
0.65
1.89
0.7
0.73439
0.5
1.9
0.5
0.52632
9 1/4
1.9
1.9
0.3
0.40000
9 1/2
1.46
1.9
0.2
0.27684
9 3/4
1.25
1.9
0.1
0.16579
10
1.25
1.91
0.06545
=10192.61
58
0.00
=10828.87
1
3
Volume of Displacement ( ) = h V =
1
22 10192.61 = 74745.81
3
m3.
M 1 M 2
10828.87 8814.85
10192.61
= 22
1.99
100
4.378 4.35
100 = 0.64%
4.35
Since the deviation is within the permissible limits NO shift of station is employed.
59
Sectional
Area
SM
Product For
Volume
Lever
Moment Product
0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4
8.34
38.50
78.79
122.00
164.05
246.67
320.92
380.19
421.92
443.12
455.03
0.25
1.00
0.50
1.00
0.75
2.00
1.00
2.00
1.00
2.00
1.50
2.09
38.50
39.40
122.00
123.04
493.34
320.92
760.38
421.92
886.24
682.55
5
4.75
4.5
4.25
4
3.5
3
2.5
2
1.5
1
455.03
4.00
1820.12
10.43
182.88
177.28
518.50
492.15
1726.69
962.76
1900.95
843.83
1329.35
682.55
=8827.36
0.00
6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10
455.03
453.50
450.03
435.73
399.60
334.17
239.49
181.50
125.97
76.00
29.78
1.50
2.00
1.00
2.00
1.00
2.00
0.75
1.00
0.50
1.00
0.25
682.55
907.00
450.03
871.47
399.60
668.34
179.62
181.50
62.99
76.00
7.44
=10197.00
1
1.5
2
2.5
3
3.5
4
4.25
4.5
4.75
5
60
682.55
1360.50
900.05
2178.66
1198.80
2339.19
718.47
771.38
283.44
361.00
37.22
=10831.26
1
3
Volume of Displacement ( ) = h V =
1
22 10197.00= 74778.07
3
m3.
M 1 M 2
10831.26 8827.39
10197.00
= 22
1.99
100
4.378 4.32
100 = 1.34%
4.32
Since the deviation is within the permissible limits NO shift of station is employed.
61
62
interdependence becomes important in this fairing process. At the end of the fairing
process, lines are faired in all three views and final lines plan is prepared.
63
OUT REACHES
WATERLINE
HEIGHT
ABOVE
BASELINE
as percentage
of draft
Height
actual
projected
from
baseline as
T = 14.51 m
7.69
% OF
L.B.P
FROM
F.P
Standard
stem
OF L.B.P
FROM F.P
(ACTUAL)
(m) Stem
% OF
L.B.P
FROM
A.P
Standard
stern
OF L.B.P
FROM A.P
(ACTUAL)
(m) Stern
1.12
0.91
2.00
1.80
5.76
15.38
2.23
1.19
2.61
2.10
5.10
23.08
3.35
1.29
2.84
2.21
4.86
38.46
5.58
1.07
2.36
2.21
4.86
53.85
7.81
0.59
1.30
2.10
4.62
69.23
10.05
0.21
0.46
1.91
4.20
G
H (Design load
water line)
84.62
12.28
0.13
0.28
-0.45
-0.99
14.51
0.00
0.00
-2.45
-5.39
115.38
16.74
0.13
0.28
-3.10
-6.82
130.77
18.97
0.39
0.86
-3.42
-7.52
100
64
OFFSET TABLE
From B.S.R.A. results i.e., half breadths on Standard waterlines at Ordinates
stations at CB =0.74
WL
Ordinate
Station
0
1
1
2
2
3
3
4
5
6
6
7
7
8
8
9
9
9
9
10
0.33
0.83
1.56
2.19
4.21
6.67
9.21
11.66
13.61
14.71
15.13
15.05
15.00
14.35
12.93
10.64
7.72
4.98
3.73
2.71
1.93
1.45
0.33
1.05
1.98
2.99
5.39
8.09
10.74
13.13
14.65
15.47
15.75
15.73
15.72
15.24
14.07
12.07
9.37
6.32
4.89
3.56
2.61
1.92
0.33
1.27
2.36
3.57
6.22
9.20
11.88
13.99
15.24
15.81
16.00
16.00
15.88
15.67
14.77
13.07
10.42
7.22
5.64
4.08
2.63
2.09
0.50
1.61
3.12
4.63
7.75
10.79
13.33
15.02
15.83
16.00
16.00
16.00
16.00
15.95
15.54
14.16
11.72
8.41
6.59
4.54
2.67
1.78
1.43
2.24
4.04
5.77
9.20
12.04
14.20
15.47
15.95
16.00
16.00
16.00
16.00
16.00
15.83
14.81
12.59
9.14
7.02
4.67
2.67
1.00
1.52
3.37
5.31
7.24
10.56
13.13
14.90
15.72
16.00
16.00
16.00
16.00
16.00
16.00
15.95
15.13
13.14
9.61
7.38
4.89
2.70
0.40
0.34
2.95
5.16
7.13
8.88
11.83
14.02
15.30
15.88
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.35
13.53
10.06
7.72
5.20
2.73
0.52
3.27
5.12
7.37
9.09
10.52
12.97
14.65
15.63
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.47
13.80
10.41
8.18
5.61
2.90
0.08
4.65
6.92
8.84
10.50
11.91
13.88
15.16
15.80
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.55
14.01
10.80
8.57
6.03
3.32
0.47
5.61
7.92
9.88
11.53
12.80
14.57
15.49
15.88
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.67
14.27
11.33
9.24
6.63
3.92
1.08
NOTE: In the above table A, B, C, D, K are the waterlines and 0, 1/4, 1/2, 10 are the stations.
65
1
1
2
2
3
3
4
5
6
6
7
7
8
8
9
9
9
9
10
1
0.31
0.88
1.51
2.10
4.10
6.59
9.10
11.45
13.58
14.69
15.28
14.93
14.93
14.20
12.75
10.45
7.55
4.77
3.56
2.60
1.90
1.35
2
0.32
1.05
1.90
2.83
5.10
7.80
10.50
13.00
14.50
15.40
15.83
15.60
15.60
15.05
13.77
11.70
8.99
6.08
4.62
3.40
2.29
1.82
3
0.36
1.22
2.22
3.40
6.00
8.85
11.52
13.82
15.15
15.72
15.98
15.83
15.83
15.50
14.50
12.72
10.20
7.00
5.40
3.88
2.52
2.00
4
0.40
1.41
2.60
3.95
6.75
9.68
12.32
14.38
15.50
15.90
16.00
15.92
15.92
15.71
15.10
13.32
10.95
7.64
5.95
4.20
2.65
2.00
5
0.48
1.57
2.98
4.42
7.45
10.40
13.00
14.82
15.75
15.97
16.00
16.00
16.00
15.83
15.42
13.80
11.48
8.18
6.38
4.45
2.70
1.88
6
0.57
1.76
3.34
4.85
8.10
11.05
13.50
15.17
15.89
16.00
16.00
16.00
16.00
15.91
15.61
14.25
11.90
8.60
6.69
4.57
2.70
1.67
7
0.75
2.08
3.70
5.35
8.70
11.65
13.92
15.35
15.90
16.00
16.00
16.00
16.00
15.98
15.74
14.60
12.27
8.90
6.89
4.65
2.68
1.34
8
0.96
2.40
4.05
5.85
9.30
12.16
14.30
15.50
16.00
16.00
16.00
16.00
16.00
16.00
15.82
14.84
12.60
9.16
7.03
4.70
2.67
0.99
10
1.20
2.82
4.52
6.55
9.95
12.65
14.60
15.62
16.00
16.00
16.00
16.00
16.00
16.00
15.90
15.00
12.90
9.40
7.20
4.71
2.69
0.70
66
1.50
3.40
5.26
7.20
10.52
13.14
14.86
15.72
16.00
16.00
16.00
16.00
16.00
16.00
15.91
15.10
13.14
9.70
7.25
4.80
2.68
0.50
11
2.00
4.12
6.18
7.85
11.10
13.58
15.10
15.82
16.00
16.00
16.00
16.00
16.00
16.00
15.95
15.20
13.32
9.71
7.45
4.91
2.70
0.31
12
13
14
15
16
17
18
18.2
2.75
4.98
7.05
8.64
11.69
13.98
15.28
15.89
16.00
16.00
16.00
16.00
16.00
16.00
15.97
15.30
13.50
9.89
7.60
5.08
2.71
0.19
1.82
3.70
5.90
7.92
9.48
12.22
14.28
15.44
15.92
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.35
13.65
10.09
7.80
5.24
2.80
0.08
2.80
4.70
6.89
8.75
10.30
12.72
14.50
15.60
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.40
13.79
10.29
8.02
5.44
2.90
0.00
3.55
5.16
7.75
9.48
10.92
13.20
14.78
15.68
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.47
13.90
10.55
8.25
5.65
3.00
0.06
4.18
6.40
8.38
10.05
11.55
13.60
15.00
15.78
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.52
13.99
10.51
8.49
5.88
3.20
0.25
4.75
7.10
8.98
10.64
12.08
14.00
15.20
15.83
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.60
14.05
10.85
8.71
6.11
3.41
0.49
5.22
7.65
9.50
11.15
12.50
14.30
15.34
15.88
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.62
14.15
11.10
8.94
6.39
3.65
0.74
5.30
7.70
9.60
11.22
12.58
14.38
15.36
15.89
16.00
16.00
16.00
16.00
16.00
16.00
16.00
16.00
15.63
14.19
11.12
8.99
6.42
3.70
0.81
CHAPTER-6
BONJEAN CURVES
One of the fundamental hull form characteristics required to prepare the
hydrostatic curves are the immersed sectional areas at ordinate stations. The crosssectional area of each ordinate station shown in the body plan up to the waterline in
question is determined which is input into the calculation of the volume of displacement;
this set of curves is known as the Bonjean curves. A typical plot of the Bonjean curves is
shown in Figure. When plotted against ship length, the immersed areas at the ordinate
stations form a sectional area curve, whose shape represents the "fullness" or "fineness"
of the ship form, an important consideration in ship resistance and powering.
The bonjean curves are used:
To find out the volume of the displacement and LCB at a trimmed water line at
which the ship is floating due to distribution of cargo or when the ship is floating
on even keel.
In sub division of ships from the safety point of view so that when the ship is
flooded due to accident or damaged the ship will not sink beyond the margin line.
In strength calculations to find out the buoyancy when the ship is floating in
waves
In launching calculations.
The Sectional areas and Vertical moments for different ordinate stations along the
length of the ship which has been calculated by using Simpson rules are as shown in the
following tables
67
Sectional areas in m2 at ordinate stations spaced L/10 m (22 m) apart up to respective waterlines in m2
STN
WL
0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4
5
6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10
1
0.00
0.00
1.20
2.25
3.03
6.67
11.25
16.15
19.82
25.73
27.86
29.16
29.04
28.43
26.90
23.85
18.65
12.88
7.52
5.50
3.85
2.98
1.80
2
0.00
0.24
3.15
5.67
8.01
15.87
25.65
35.75
44.70
53.86
58.02
60.33
60.02
59.06
56.25
50.37
40.70
29.39
18.35
13.71
9.85
7.19
5.02
3
0.00
0.93
5.40
9.80
14.22
27.01
42.33
57.82
71.57
83.52
89.19
92.19
91.50
90.54
86.85
78.66
65.17
48.60
31.51
23.78
17.14
12.01
8.85
4
0.00
1.70
8.04
14.61
21.59
39.90
61.03
81.70
99.77
114.20
120.81
124.18
123.30
122.34
118.08
108.26
91.25
69.78
46.14
35.16
25.23
17.21
12.85
5
0.00
2.55
11.03
20.19
29.97
54.10
81.12
107.06
128.98
145.44
152.70
156.18
155.27
154.27
149.66
138.82
118.41
92.20
61.95
47.48
33.91
22.57
16.74
6
0.00
3.57
14.33
26.50
39.25
69.62
102.59
133.56
159.12
177.07
184.68
188.18
187.27
186.27
181.43
169.86
146.45
115.59
78.74
60.57
42.94
27.97
20.31
7
0.00
4.88
18.16
33.51
49.45
86.42
125.33
160.99
189.63
208.87
216.68
220.18
219.27
218.27
213.33
201.23
175.29
139.78
96.24
74.15
52.16
33.35
23.30
8
0.00
6.58
22.64
41.23
60.65
104.41
149.13
189.21
220.46
240.77
248.68
252.18
251.27
250.27
245.31
232.80
204.73
164.63
114.31
88.06
61.50
38.69
25.60
9
0.00
8.75
27.85
49.78
73.05
123.64
173.93
218.11
251.61
272.77
280.68
284.18
283.27
268.94
277.31
264.53
234.56
190.13
132.86
102.30
70.92
44.06
27.30
10
0.00
11.45
34.06
59.64
86.79
144.13
199.73
247.54
282.99
304.77
312.68
316.18
315.27
300.94
309.31
296.35
264.66
216.16
151.86
116.78
80.42
49.40
28.49
11
0.00
14.94
41.53
71.05
101.81
165.74
226.44
277.50
314.57
336.77
344.68
348.18
347.27
332.94
341.31
328.22
294.96
242.61
171.16
131.53
90.12
54.79
29.29
12
0.00
19.66
50.63
84.26
118.28
188.54
253.99
307.89
346.27
368.77
376.68
380.18
379.27
364.94
373.31
360.14
325.46
269.43
190.76
146.56
100.12
60.19
29.79
STN
WL
0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4
5
6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10
13
2.07
26.08
61.52
99.25
136.39
212.47
282.28
338.60
378.07
400.77
408.68
412.18
411.27
396.94
405.31
392.12
356.10
296.57
210.74
161.96
110.43
65.69
30.03
14
5.41
34.48
74.38
115.94
156.18
237.44
311.07
369.63
410.00
432.77
440.68
444.18
443.27
428.94
437.31
424.11
386.86
324.01
231.11
177.77
121.08
71.38
30.11
15
11.79
44.63
89.06
134.22
177.45
263.35
340.36
400.88
442.00
464.77
472.68
476.18
475.27
460.94
469.31
456.11
417.71
351.69
251.90
194.06
132.18
77.27
30.14
16
19.54
56.48
105.17
153.77
199.97
290.15
370.15
432.35
474.00
496.77
504.68
508.18
507.27
492.94
501.31
488.11
448.71
379.55
272.98
210.81
143.70
83.44
30.44
17
28.48
70.02
122.53
174.60
223.59
317.75
400.35
463.95
506.00
528.77
536.68
540.18
539.27
524.94
533.31
520.11
479.86
407.56
294.46
228.01
155.70
90.04
31.17
18
38.47
84.83
141.02
196.40
248.17
346.05
430.89
495.67
538.00
560.77
568.68
572.18
571.27
556.94
565.31
552.11
511.08
435.76
316.42
245.65
168.20
97.06
32.41
68
19
49.36
100.51
160.49
219.10
273.52
374.94
584.11
542.36
464.17
338.86
263.75
181.22
104.65
34.24
20
61.10
116.74
492.76
361.83
282.26
194.90
112.88
36.69
21
22
23
24
301.19
209.33
121.80
39.75
320.49
224.50
131.56
43.53
340.49
240.45
142.17
48.14
257.21
153.68
53.57
Vertical moments in m3 of transverse sections w.r.t base line at ordinate stations spaced L/10 m (22 m) apart
STN
WL
0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4
5
6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10
1
0.00
0.00
0.74
1.30
1.77
3.67
6.03
8.50
10.48
13.16
14.26
14.89
14.78
14.51
13.77
12.28
9.78
6.95
4.22
3.12
2.21
1.67
1.12
2
0.00
0.41
3.69
6.49
9.36
17.64
27.83
38.13
48.06
55.51
59.62
61.74
61.36
60.57
57.94
52.23
43.06
31.96
20.68
15.61
11.34
8.05
6.02
3
0.00
2.15
9.34
16.88
24.98
45.64
69.71
93.48
115.38
129.76
137.61
141.41
140.09
139.30
134.51
123.08
104.41
80.19
53.73
40.92
29.65
20.13
15.63
4
0.00
4.86
18.60
33.77
50.87
90.88
135.29
177.19
214.17
237.21
248.31
253.39
251.39
250.60
243.85
226.78
195.79
154.46
105.03
80.85
58.03
38.36
29.63
5
0.00
8.71
32.10
58.94
88.64
154.90
225.83
291.42
345.70
377.85
391.83
397.39
395.28
394.31
385.98
364.35
318.09
255.45
176.25
136.38
97.15
62.47
47.13
6
0.00
14.32
50.26
93.69
139.73
240.35
344.02
437.25
511.55
551.82
567.71
573.39
571.28
570.31
560.71
535.08
472.40
384.18
268.68
208.43
146.85
92.17
66.73
69
7
0.00
22.84
75.19
139.34
206.11
349.65
491.93
615.64
709.87
758.50
775.71
781.39
779.28
778.31
768.05
739.01
659.94
541.48
382.48
296.73
206.79
127.14
86.11
8
0.00
35.65
108.84
197.27
290.19
484.65
670.54
827.35
941.12
997.77
1015.71
1021.39
1019.28
1018.31
1007.90
975.82
880.78
727.91
518.07
401.05
276.87
167.21
103.28
9
0.00
54.16
153.17
270.02
395.71
648.21
881.45
1073.05
1205.89
1269.77
1287.71
1293.39
1291.28
1176.98
1279.90
1245.57
1134.33
944.71
675.76
522.09
356.91
212.89
117.65
10
0.00
79.86
212.23
363.81
526.38
842.96
1126.60
1352.71
1504.02
1573.77
1591.71
1597.39
1595.28
1480.98
1583.90
1547.83
1420.30
1192.00
856.29
659.69
447.21
263.59
128.89
11
0.00
116.55
290.75
483.80
684.16
1069.93
1407.09
1667.33
1835.63
1909.77
1927.71
1933.39
1931.28
1816.98
1919.90
1882.51
1738.47
1469.72
1058.99
814.63
549.11
320.22
137.29
12
0.00
170.92
395.54
635.86
873.70
1332.19
1723.94
2016.88
2200.23
2277.77
2295.71
2301.39
2299.28
2184.98
2287.90
2249.59
2089.24
1778.18
1284.42
987.50
664.10
382.36
143.02
STN
WL
0
1/4
1/2
3/4
1
1 1/2
2
2 1/2
3
3 1/2
4
5
6
6 1/2
7
7 1/2
8
8 1/2
9
9 1/4
9 1/2
9 3/4
10
13
26.22
251.29
531.86
823.38
1100.17
1631.40
2077.57
2400.74
2597.78
2677.77
2695.71
2701.39
2699.28
2584.98
2687.90
2649.30
2472.29
2117.50
1534.20
1180.03
792.96
451.17
145.96
14
71.47
364.86
705.68
1048.83
1367.52
1968.53
2466.32
2819.63
3028.89
3109.77
3127.71
3133.39
3131.28
3016.98
3119.90
3081.12
2887.51
2487.96
1809.18
1393.46
936.81
527.96
147.03
15
164.15
512.16
918.68
1313.96
1676.09
2344.26
2891.12
3272.82
3492.89
3573.77
3591.71
3597.39
3595.28
3480.98
3583.90
3545.12
3334.85
2889.39
2110.63
1629.70
1097.75
613.33
147.52
16
284.38
696.09
1168.49
1617.08
2025.20
2759.73
3352.95
3760.67
3988.89
4069.77
4087.71
4093.39
4091.28
3976.98
4079.90
4041.12
3815.31
3321.18
2437.43
1889.42
1276.40
709.05
152.25
17
431.93
919.62
1455.03
1960.87
2415.07
3215.20
3851.28
4282.13
4516.89
4597.77
4615.71
4621.39
4619.28
4504.98
4607.90
4569.12
4329.24
3783.41
2791.83
2173.26
1474.38
818.04
164.28
18
606.83
1178.89
1778.75
2342.40
2845.29
3710.50
4385.75
4837.18
5076.89
5157.77
5175.71
5181.39
5179.28
5064.98
5167.90
5129.12
4875.59
4276.93
3176.11
2482.06
1693.18
940.93
185.96
70
19
808.37
1469.09
2139.01
2762.42
3314.32
4244.95
5721.12
5454.34
4802.59
3591.35
2816.88
1934.15
1081.33
219.81
20
1037.37
1785.56
5360.04
4039.37
3177.92
2200.98
1241.87
267.70
21
22
23
24
3566.03
2496.79
1424.78
330.54
3980.95
2823.08
1634.71
411.96
4430.92
3182.10
1873.43
515.83
3575.95
2143.92
643.51
CHAPTER-7
HYDROSTATIC CHARACTERISTICS OF SHIP
1. Introduction.
Hydrostatic Curves:
Throughout the life a ship changes its weight and disposition of cargo, its draft
,trim and freeboard. The density of water in which ship floats varies. Ships stability also
changes .If its condition at any stated set of circumstances to be estimated, its condition
in a precise state must be known so that the effect of changes from that state can be
calculated. This precise condition is known as the design condition. For this, changes
from the design and properties of underwater form are calculated for a complete range of
water lines. This information is known as hydrostatic data and is plotted against drafts.
Drafts are spaced equally generally one meter apart. These curves are shown on
displacement sheet. The following properties are plotted against draft to form hydrostatic
curves.
(a) Moulded volume of displacement between A.P. and F.P.:
It gives the volume of displacement of moulded lines of ship (i. e) without shell
plating and appendages, x gives the r in tonnes.
Where density of water t/m3
Volume of displacement can be calculated by simpsonising the sectional area at ordinate
stations of the ship. Longitudinal center of buoyancy (LCB) is calculated by taking
moments of product of volume with reference to the mid ship.
71
F.P.is to be calculated by dividing the length into equal parts. Sectional areas are
calculated and volume is obtained by simpsonising . This volume is added to extreme
volume of displacement between A.P. and F.P. to get the total volume.
Water plane areas and center of flotation:
The water plane area at any draft is calculated by simpsonising the half breadths /
breadths at ordinate stations, Center of gravity of water plane is calculated by multiplying
the product for area by levers from midship section. Since there is no list the center of
gravity of water plane will be on the center line of the ship. The center of floatation of
the water plane area depends on the geometry of ship but not effected by density of water.
72
KML :
I L x1.025
100 xL
(r = X1.025)
73
CB
CM
74
75
CB
CW
HYDROSTATIC PROPERTIES
Moulded Volume of Displacement,
mld =h/3*v
Displacement in fresh water,
fw=mld*1.000
Displacement in sea water,
sw=mld*1.025
Water Plane Area,
Aw=(2h/3)*A
Longitudinal Centre of floatation from station 5,
LCF=h(M2-M1)/A
Longitudinal Centre of buoyancy from station 5,
LCB=h(M4-M3)/V
Vertical Centre of buoyancy above base,
KB=(VM)/V
Transverse moment of inertia,
IT=2h/9*IT
Transverse metacentre above centre of buoyancy,
BMT=IT/mld
Transverse metacentre above base,
KMT=KB+BMT
Longitudinal moment of inertia about station 5,
IL=(2h3/3)*IL
Longitudinal moment of inertia about LCF,
ILCF=IL-(Aw*LCF2)
Longitudinal metacentre above centre of buoyancy,
BML=ILcf/mld
Longitudinal metacentre above base,
KML=KB+BML
Tonnes per centimeter immersion,
TPC=(Aw *1.025)/100
Cw=Aw/(L*B)
Cm=Am/(B*T)
Cp=mld/(Am*L)
76
UNITS
metres3
tonnes
tonnes
metres2
metres
metres
metres
metres4
metres
metres
metres4
metres4
metres
metres
1WL
3869.42
3869.42
3966.15
4205.96
7.17
7.42
0.52
236027.17
61.00
61.52
8898533.60
8682244.81
2243.81
2244.33
43.11
2WL
8276.51
8276.51
8483.42
4587.48
7.12
7.29
1.05
283520.70
34.26
35.30
10351537.50
10119059.86
1222.62
1223.67
47.02
tonne-m
404.51
471.46
0.58
0.59
0.63
0.95
0.60
0.66
0.95
0.62
3WL
12996.98
12996.98
13321.90
4838.31
6.97
7.20
1.58
314430.49
24.19
25.77
11441976.99
11206830.96
862.26
863.84
49.59
4WL
17927.80
17927.80
18376.00
5008.63
6.63
7.08
2.11
335569.71
18.72
20.82
12241730.53
12021448.70
670.55
672.65
51.34
5WL
23004.74
23004.74
23579.86
5140.30
6.18
6.93
2.63
352131.91
15.31
17.94
12883946.90
12687712.70
551.53
554.16
52.69
6WL
28196.59
28196.59
28901.51
5241.13
5.70
6.75
3.16
364620.92
12.93
16.09
13404234.80
13233991.34
469.35
472.51
53.72
7WL
33480.24
33480.24
34317.25
5324.70
5.17
6.54
3.69
374467.40
11.18
14.87
13869534.65
13727156.86
410.01
413.70
54.58
8WL
38842.50
38842.50
39813.57
5401.81
4.59
6.31
4.22
383963.53
9.89
14.10
14298697.86
14184808.55
365.19
369.40
55.37
9WL
44086.74
44086.74
45188.90
5477.74
3.95
5.95
4.73
392448.24
8.90
13.63
14764388.14
14678799.46
332.95
337.68
56.15
10WL
49600.72
49600.72
50840.74
5550.01
3.22
5.68
5.26
400010.59
8.06
13.32
15237700.61
15180193.17
306.05
311.30
56.89
11WL
55188.25
55188.25
56567.95
5626.61
2.38
5.39
5.79
407789.17
7.39
13.18
15766400.43
15734566.77
285.11
290.89
57.67
522.14
560.09
591.13
616.58
639.56
660.88
683.90
707.26
0.62
0.69
0.96
0.64
0.64
0.71
0.97
0.66
0.65
0.73
0.98
0.67
0.67
0.74
0.98
0.68
0.68
0.76
0.98
0.69
0.69
0.77
0.99
0.70
0.70
0.78
0.99
0.71
0.70
0.79
0.99
0.71
733.09
0.71
77
0.80
0.99
0.72
12WL
60854.70
60854.70
62376.06
5707.31
1.51
5.07
6.32
415758.15
6.83
13.15
16355838.22
16342872.49
268.56
274.87
58.50
13WL
66606.27
66606.27
68271.42
5794.98
0.53
4.72
6.85
423548.44
6.36
13.21
17060021.51
17058377.80
256.11
262.96
59.40
14WL
72441.11
72441.11
74252.13
5878.36
-0.34
4.35
7.39
431663.52
5.96
13.35
17728205.70
17727512.74
244.72
252.10
60.25
15WL
78355.20
78355.20
80314.08
5945.94
-0.93
3.97
7.93
439128.18
5.60
13.53
18260863.02
18255733.92
232.99
240.91
60.95
16WL
84338.45
84338.45
86446.91
6016.01
-1.61
3.59
8.46
446265.47
5.29
13.75
18855150.09
18839473.18
223.38
231.84
61.66
17WL
90387.44
90387.44
92647.13
6078.93
-2.06
3.23
9.00
453506.90
5.02
14.02
19376786.73
19350999.75
214.09
223.09
62.31
18WL
96493.74
96493.74
98906.09
6132.79
-2.36
2.88
9.54
459882.91
4.77
14.30
19828940.74
19794868.09
205.14
214.68
18.2WL
97345.20
97345.20
99778.83
6142.88
-2.39
2.51
9.69
461270.20
4.74
14.43
19908534.54
19873299.82
204.15
213.84
62.86
62.96
761.43
794.77
825.94
850.55
877.75
901.58
922.26
925.92
0.72
0.81
0.99
0.73
0.73
0.82
0.99
0.73
0.73
0.83
0.99
0.74
0.74
0.84
0.99
0.75
0.75
0.85
0.99
0.75
0.76
0.86
0.99
0.76
0.76
0.87
0.99
0.77
0.76
0.87
78
0.99
0.76
STATIONS
0
0.25
0.5
0.75
1
1.5
2
2.5
3
3.5
4
5
6
6.5
7
7.5
8
8.5
9
9.25
9.5
9.75
10
HALF
GIRTHS(in m)
SM
PRODUCT FOR
AREA(in m2)
0.25
1
0.5
1
0.75
2
1
2
1
2
1.5
4
1.5
2
1
2
1
2
0.75
1
0.5
1
0.25
4.35
14.70
17.80
17.60
18.60
21.20
23.40
25.15
26.60
27.80
29.10
30.00
29.50
29.50
29.10
27.95
26.05
23.65
20.40
18.95
17.60
16.50
15.50
1.09
14.70
8.90
17.60
13.95
42.40
23.40
50.30
26.60
55.60
43.65
120.00
44.25
59.00
29.10
55.90
26.05
47.30
15.30
18.95
8.80
16.50
3.88
A=743.21 m2
2h
A = (2*22)* (743.21/3) = 10900.41 m2
3
Adding 2% of Wetted Surface area to the value obtained above for curvature of the fore
and aft direction Finalized wetted surface area =10900.41 + 2% of (10900.41)
=11118.42 m2
79
The wetted surface area due to thickness of shell plating, due to appendages such as
bilge keel, rudder, propeller
included in this calculated wetted surface area. These are to be included in final design.
=10636.34 m2
Where, L= Length between perpendiculars in m = 220 m
T= Draft in m = 14.51 m
= Moulded Volume of Displacement in m3 = 75591.30 m3
B= Moulded Breadth in m = 32 m
Cb= Block coefficient of Fineness=0.74
80
STABILITY
Cross curves of stability:
A vertical line through the centre of buoyancy will intersect the original vertical through
the centre of buoyancy, which is in the ships center line plane at a point called transverse
metacentre.
Curves of stability:
The ship is said to be in equilibrium if center of gravity, buoyancy and metacenter should
be in straight line.
a) Equilibrium:
In general, a rigid body is considered to be in state of equilibrium when the
resultants of all forces and moments acting on the body are zero. In this case, the resultant
of all gravity forces acting downwards and the resultant of the buoyancy of forces, acting
upward on the body are of equal magnitude and are applied in the same vertical line.
b) Stable Equilibrium:
If a floating body, initially at equilibrium is distributed by an external moment,
there will be a change in its angular altitude.
c) Unstable Equilibrium:
If a floating body, initially at equilibrium displaced from its original angular
altitude by an external force, continues to move in the same direction after the force is
removed, it is said to have unstable equilibrium.
d) Neutral Equilibrium:
The external moment remains in that displaced position when the external
moment is removed, the body is said to be neutral equilibrium.
81
While a range of residual righting arm is not specified in these regulations, the
regulations state that the range should be examined and the cognizant administration
satisfied that they are adequate. This was traditionally done by approximate methods.
The distance GM is therefore important as an index of transverse stability at small angles
of heel, and is called the transverse Metacentric height. GZ is considered positive when
the moment of weight and buoyancy tends to rotate the ship toward the upright position,
GM is positive when M is above G, and negative when M is below G.
82
The values of the GZ and GM depend on the weight that is to be displaced from the
original position.
GM =
w*d
W * tan
Slope at the origin: For small angles of heel, the righting lever is proportional to the
angle of inclination, the metacenter being effectively a fixed point. It follows that the
tangent to the GZ curve at the origin represents the Metacentric height.
Maximum GZ: This is proportional to the largest steady heeling moment that the ship
can sustain without capsizing, and its value and the angle at which it occurs are both
important.
Range of Stability: At some angle, often greater than 90 degrees, the GZ value reduces
to zero and becomes negative for larger inclinations. This angle is known as the angle of
vanishing stability and the range of angle for which GZ is positive is known as the range
of stability. For angles less than this, a ship will return to the upright state when the
heeling moment is removed.
Angle of deck edge immersion: For most ship forms, there is a point of inflexion in the
curve (as occurring at angle OA) corresponding roughly to the angle at which the deck
edge becomes immersed.
83
In general, of course, the angle at which the deck edge is immersed varies along the
length, but is within a fairly narrow band for the larger sections amidships which exert
more influence upon the stability. The point is not so much of interest in its own right as
in the fact that it provides guidance to the designer upon the possible effect on stability on
certain design changes.
Area under the curve: The area under the curve represents the ability of the ship to
absorb energy imparted to it by winds, waves or any other external agency. This concept
is developed in more distinguished manner.
The three stability conditions are
The distance GM is termed the Metacentric height and is said to be positive when M lies
above G. This is the condition of stable equilibrium, for should M lies below G and the
body is unstable. If M and G coincide the equilibrium is neutral.
STABILITY CALCULATIONS
(GM & GZ)
epth of the ship = 18.20 m
Draught of the ship = 14.51 m
From Hydrostatic Curves,
KMT = 13.44 m
84
GM = KM KG
KG = 0.6 times the depth of the ship
= 0.6 18.2
= 10.92 m
From Hydrostatic Curves,
KB = 5.4862
GM = 13.44 10.92
= 2.52 m
DYNAMICAL STABILITY
Dynamical stability gives the measure of energy that is required to heel the ship.
This means if a ship has more dynamical stability then more energy is required to heel the
ship. The sources of energy in the sea which heel the ship are wave energy and wind
energy.
Dynamical stability upto an angle of heel is calculated by finding out the area
under the GZ curve unto that particular angle of heel .
One square in the graph sheet represents
on X-axis ,
1sq = 2.5o = 2.5/57.3
= 0.043 radians
On Y axis,
1 sq = 0.2 m
Therefore, Dynamical stability of area within 1 square = 0.2
Total Dynamical Stability = Total number of squares
= 206.3
0.0086
85
-220 M
2) LENGTH OVERALL
-228.22 M
3) BREADTH (MOULDED)
-32 M
4) DEPTH (MOULDED)
-18.20 M
5) DRAUGHT (MOULDED)
-14.51 M
-0.74
-0.99
-0.84
-0.88
-0.75
- 75505.47 m3
- 77393.11 TONNES
-18 KNOTS
86
CHAPTER-8
TONNAGE CALCULATIONS
Purpose of tonnage measurement:
Dry-docking, towing charges and sometimes chartering fees are based
upon the gross tonnage.
Gross Registered Tonnage is used for crew accommodation as
requirements of crew accommodation depend on Gross Registered Tonnage.
DEFINITIONS:
(a) TONNAGE DECK:
The uppermost complete deck exposed to sea and weather fitted, as an integral
part of the ships structure , being a deck of all openings in weather portions of which are
fitted with permanent means of closing and below all openings in the sides of the ship are
fitted with permanent means of watertight closing and in a ship having a stepped upper
deck, the lowest line of the exposed deck and continuation of that line parallel to the
upper part of the line deck shall be taken as the tonnage deck.
(b)TONNAGE LENGTH:
The length of the tonnage deck shall be measured in a straight line in the central
line plane of the ship between the points at the forward & after ends of the deck, where
the underside of the deck or line of continuation thereof in way of breaks or discontinues
of the deck meets the inner side of the shell in ships constructed of metal or meets the
outer surface of the hull in ships constructed of any another material. Such length shall be
referred to as the tonnage length.
Tonnage length = 6.93 (aft) +195 (L.B.P.) +2.10 (forward) = 204.03 m
87
88
Centre 50% TL
4
6
8
The following formula will be give an approximation to the gross tonnage of an ordinary
passenger or cargo ship with medium erections
GROSS TONNAGE=
L B D
3.5
Where L= L.B.P. in m
B= moulded breadth in m
D = moulded depth in m
GROSS TONNAGE=
220 32 18.2
=36608.00 Tons
3.5
TL
PART 3
25% TL
PART 2
PART1
50%TL
25%TL
NO OF DIVISIONS:
PART 1
25% OF TL
NO OF
DIVISIONS
8
PART 2
50 % 0F TL
PART 3
25% OF TL
Sectional areas are lifted according to the above divisions from the Sectional area curve
drawn upto upper deck at center from Bonjeans. Simpsonising the areas from the
Sectional area curve, the volume is obtained.
89
SM
0.00
126.15
240.75
350.70
449.55
517.20
563.10
591.75
605.40
1
4
2
4
2
4
2
4
1
0.00
504.60
481.50
1402.80
899.10
2068.80
1126.20
2367.00
605.40
V=9455.40 m3
Length of part I= 57.43 m
Volume (V1) = h/3 (product for volume)
= [57.43/(8*3) ] * 9455.40
= 22625.98 m3
Where h= 25% of tonnage length/ 8= 57.43/8 =7.18 m
Part 2
Sectional area in
m2 from forward
to aft
SM
605.40
605.40
90
605.25
599.10
593.70
592.05
591.60
588.15
594.00
507.15
4
2
4
2
4
2
4
1
2421.00
1198.20
2374.80
1184.10
2366.40
1176.30
2376.00
507.15
V=14209.35 m3
Part 3
Sectional area in
m2 from
forward to aft
SM
507.15
507.15
91
464.25
411.90
353.10
288.75
216.90
135.75
62.85
0.00
4
2
4
2
4
2
4
1
1857.00
823.80
1412.40
577.50
867.60
271.50
251.40
0.00
V=6568.35 m3
Length of part III = 57.43 m
Volume (V3) = h/3 (product for volume) = [57.43/ (8*3)] * 6568.35
= 15717.51 m3
Where h= 25% of tonnage length/ 8= 57.43/8 = 7.18 m
Total volume up to the main deck = V1+V2+V3=22625.98 +68009.50 +15717.51
=106352.99 m3
Gross registered tonnage =K1 x V
K1 =0.2+ 0.02 Log 10V
K1 =0.2+ 0.02
5.03 = 0.30
CHAPTER - 9
RESISTANCE AND PROPULSION CALCULATIONS
(Using Guldhammer and Harvald method)
When a ship is moving with velocity V, the effect of this forward motion is to generate
dynamic pressures on the hull which modify the original normal static pressure and if the
92
forces arising from this modified pressure system resolved in the fore and aft direction
there is a resultant which opposes the motion of the ship through the water. If the forces
are resolved in the transverse direction the resultant is zero because of symmetry of the
ship form.
When the ship has motion, another set of forces also influence the motion of the ship.
Generally all fluids possess to a great extent the property known as viscosity and
therefore when a surface such as the immersed surface of the ship moves through the
water, tangential forces are generated which when summed up produce a resultant
opposing the motion of the ship. The two sets of forces both normal and tangential
produce resultants, which act in a direction opposite to the motion of the ship. This total
force is the resistance of the ship. The ship is actually moving in two fluid medium with
different densities. While the lower part of the hull is moving in water, upper part is
moving through air. Due to air also some resistances occur, this type of resistance is
dependent only to a limited speed. However the total resistance of the ship is split into
Frictional resistance (80% to 85%) and Residual resistance. Residual resistance
comprises of wave making resistance, eddy making resistance, appendage resistance and
air resistance. The following resistance calculations are made on the basis of
Guldhammer and Harvald method.
Results of the models corresponding to ships up to 1960, with standard hull form
(i.e.) standard position of LCB, standard B/T of 2.5, normally shaped sections, moderate
cruiser stern and raked stem are given in the form of charts.
The total resistance coefficient of the ship
93
RT
CT = 1
2
S V
2
Mass density of sea water at 30oc =1021 k.g / m3
V
C T = C F + CR + CA
LBP = 220 m
= 32m
= 14.51 m
94
0.075
log10 Rn 2 2
; Where Rn =
VL
= Reynolds number
VL 18 0.5144 228.22
2488.06 10 6
6
0.84931 10
95
CF =
log
0.075
10
(2488.06 10 6 ) 2
= 1.37 10-3
Correction for additional wetted surface area:
The correction for increasing the preparations to makes C F for appendages Wetted surface
area of the appendages (i.e.)
CF= CF. (S1/S)
Where S1 Wetted surface area of hull with appendages =11229.60 m2
S Wetted surface area of the hull. =11118.42 m2
CF =
S1 XCF
11229.60 1.37 10 3
=
= 1.38 10-3
11118.42
S
B
2.5)0.17
T
Where,
Fn = Froude Number =0.196
75505.47
3
=7.09
3 = 10 *
L
220 3
B = Moulded Breadth = 32 m
T = Moulded Draft = 14.51 m
32
(10 * 0.196 0.84) 4 (10 * 0.75 3.3) 2 (7.09 4)0.0012 (7.09 * 0.05) 0.2(
2.5)0.17
14.51
= 0.92
103CR = 0.92
96
L105 m
L=150 m
L=200 m
L=250 m
L300 m
FOR VESSELS WITH
L = 200 m, 103 CA = 0
L = 250 m , 103 CA = -0.2
103CA for 228.22 m length is linear interpolation from above table between 200m and
250m length.
10 3 C A
FOR L = 228.22m,
0.2
( 228.22 200) 0.11
( 250 200)
10 3 CAA =0.07
97
RT =
CT S V2 0.5
1119.16 15
= 1287.04 KN
100
PE = RT X V = 1287.04
9.259 = 11916.70 KW
CHAPTER-10
PROPELLER DESIGN CALCULATIONS
A ship experiences resisting forces from the water and air which must be overcome
by a thrust supplied by some thrust producing mechanism. Internal combustion engines
98
are used for propulsion of the ship. In selecting propelling machinery for a given vessel,
many factors must be taken into consideration, such as the weight, the space occupied,
cost, reliability, flexibility and cost of fuel consumed etc. for selecting the main
propulsion engine, power required is calculated as below.
Definitions:
Indicated power: It is measured in cylinders by means of an instrument called indicator,
which can record continuously the steam, or gas pressure throughout the length of the
piston travel.
Indicated power is for steam engines.
Brake power: brake power is the power measured at the crankshaft of main engine by
means of a mechanical, hydraulic or electrical brake. Brake power is for internal
combustion engines.
Shaft power: Shaft power is the power transmitted to the shaft at coupling. It is usually
measured aboard ship by means of a torsion meter. This instrument measures the angle of
twist between two sections of the shaft, which is directly proportional to the torque
transmitted
Delivered power: There is some power loss in stern tube bearing and in shaft stools
bearings between the stern tube and the site of the torsion meter. The power actually
delivered to the propeller is therefore less than that measured by torsion meter. This is
known as delivered power to propeller.
Propulsive Efficiency: The overall propulsive efficiency is measured as the ratio of
effective power to the engine power (Pe/Pi)
99
Quasi- propulsive coefficient: This is defined as the ratio of the useful power obtained,
Pe, to the power actually delivered to the propeller, Pd.
Propeller design is generally done from the results of open water tests of
series of model propellers. Well known propeller series are those developed from 1934 or
so by Schaffran, Taylor, Gawn, B-series Marine research Netherlands. The results of open
water tests of series are given in the form of charts. These charts can be used to design a
propeller, which confirms to the characteristics of any particular series.
A4- 40, B4-40 means 4-blade propeller with blade area ratio of 0.40 for A series
or B series. B4- 40 series have wider blade tips; circular blade sections near the tips and
aerofoil sections near the hubs. Because of its great popularity these series were directly
extended to other blade numbers and blade area ratios.
Quasi propulsive coefficient is one, which is very useful in calculation of
delivered power of main engine, by the use of effective power required to overcome
resistance of ship with required thrust developed by the propeller at design speed of ship.
PE
O =
PD
R T V
PD
HULL EFFICIENCY :( H)
1 t
1 w
100
101
0.74
) + (1.5 x 0.74))
0.84
= 0.21
From the above values t =0.215 (Average of values from 2 & 3)
VELOCITY OF ADVANCE: VA = VS (1 - w)
VA =9.259(1 - 0.322)
= 6.28 m/s
THRUST REQUIRED:
RT
1287.04
(1 t ) (1 0.215)
T =
=1639.54 KN
HULL EFFICIENCY:
1 t
H =
1 WT
1 0.215
1 0.322
= 1.158
= 0.855 (0.00012
71
LBP )
220
102
)= 0.728
2) DANCKWARDT FORMULA
D = 0.836 - 0.000165 N
= 0.836 (0.000165
71
1
6
(75505.47)
1
6
= 0.759
From the above values D = 0.743 (Average value)
shaft R.P.M.
N = R.P.M. = 71 rev/min. = 1.18 rev. /sec. (Chosen from preliminary selection
of Main Engine)
11916.70
0.743
16038.63
15647.44 KW , in fresh water at 30c
1.025
The original B-series result were prepared in the formula used by Taylor
103
KQ
Where
PD N 2
5
2VA
KQ J
4
4=
15647.44 1.18 2
5
2 1.021 6.28
= 0.77
Space available for propeller at stern from the lines plan = y = 11600 mm
From IRS Rules minimum clearances of propeller are
Top clearance C (0.48 - 0.02 Z) RP
Bottom clearance 0.07xRP
Where Rp is Radius of Propeller.
The space available from the lines plan is 11.60 m, hence diameter of the propeller is
selected initially as, DP = 9.39 m
DIAMETER OF THE PROPELLER :( DP)
Propeller diameter DP
AE
Where AE = Expanded blade area
AO
104
AE 1.3 0.3Z T
K
AO PO PV D P 2
Where Z = No. Of blades = 4
T = Thrust power = 1639.54 KN
PO = static pressure + atmospheric pressure at CL of shaft
= gh + PA
DP = Propeller diameter (DP) = 9.39 m
h = Depth of Immersion of propeller shaft
= Draught - [DP /2 + Bottom clearance]
= 14.51 [4.695+0.33] = 9.49 m.
g = Acceleration due to gravity = 9.81 m/sec.2
= Density of sea water at 30c = 1021 Kg/m3
PV = Vapour pressure of seawater at 30oc= 4242 N/m2
PA= Atmospheric pressure=101325 N/m2
PO PV ((1021 9.81 9.49) 101325) 4242
= 192.13 KN/m2
K = 0.20 for high powered single screw ships
B.A.R =
AE
1.3 0.3 4 1639.54 0.20
AO
192.13 (9.39) 2
= 0.44
KQ 4 J
= 0.77
105
CHART
B4.40
B4.55
B.A.R.
0.40
0.55
0.571
0.575
0.825
0.840
0.633
0.632
(1.74 1.75)
0.44 0.40 1.747
0.55 0.40
ND P
6.28 1.747
1.747 DP =
= 9.30 m
VA
1.18
106
= 0.633
O = PE / PD
=1.169 1.02 0.633=0.754
D = 0.754
R T V
D
1287.04 9.259
=15804.65 KW
0.754
On comparison of D obtained from the Trail 1 with D obtained from empirical formulas
(assumed value), there is a variation of 1.48 %. Therefore, 2ND Trail is done.
2NDTRIAL:
Assuming D = 0.754
DELIVERED POWER: PD = PE/ D =
11916.70
15804.64 KW in sea water at 30oc
0.754
15804.64
15419.16 KW , in fresh water at 30c
1.025
Propeller R.P.M.
N = R.P.M. = 71 rev/min. = 1.18 rev. /sec.
The original B-series result were prepared in the formula used by Taylor
107
KQ
Where
PD N 2
5
2VA
KQ J
4
4=
15419.16 1.18 2
5
2 1.021 6.28
= 0.765
= 9.39 m
AE
Where AE = Expanded blade area
AO
AE 1.3 0.3Z T
K
AO PO PV D P 2
Where Z = No. Of blades = 4
T = Thrust power = 1639.54 KN
PO = static pressure + atmospheric pressure at CL of shaft
= gh + PA
DP = Propeller diameter (DP) = 9.39 m
h = Depth of Immersion of propeller shaft
= Draught - [DP /2 + Bottom clearance]
108
= 192.13 KN/m2
K = 0.20 for high powered single screw ships
B.A.R =
AE
1.3 0.3 4 1639.54 0.20
AO
192.13 (9.39) 2
= 0.44
KQ 4 J
=0.978
CHART
B4.40
B4.55
B.A.R.
0.40
0.55
0.575
0.578
0.815
0.830
0.632
0.631
109
1/J =
ND P
6.28 1.737
1.737 DP =
= 9.24 m
VA
1.18
O = 0.632
110
= 0.632
D = 0.746
Which is less than 1% of variation from trail one. Hence further trail is not required
R T V
D
1287.04 9.259
0.746
= 15974.13 KW
The shaft efficiency s depends on the alignment and lubrication of the shaft bearings,
and on the reduction gear, if installed. Shaft efficiency is equal to the ratio between the
power PD delivered to the propeller and the brake power P S delivered by the main engine,
i.e. Ps = (PD / s)
The shaft efficiency is normally around 0.985, but can vary between 0.96 and 0.995.
Shaft Delivered Power Ps = (PD / 0.99) = 15974.13 / 0.96 = 16639.72 KW
FINALIZED PARTICULARS:
1. DIAMETER (DP)
= 9.24 m
2. PITCH (P)
= 7.57 m
= 0.44
2
DP
(9.24) 2 =67.06 m2
4
4
= 71 rev / min
7 NUMBER OF BLADES
=4
= 17680 KW
2.
LENGTH OF ENGINE
= 11.87 m
3.
BREADTH OF ENGINE
= 4.07 m
4.
HEIGHT OF ENGINE
= 11.675 m
5.
NUMBER OF CYLINDERS
= 8
6.
CYLINDER BORE
= 720 mm
7.
PISTON STROKE
= 2500 mm
8.
SPEED
= 71-99 R.P.M
9.
= 18.3 bar
10.
FUEL OIL
11.
= 170 g/KWh.
112
C T = C F + CR + CA
LBP = 220 m
= 32m
= 14.51 m
0.075
log10 Rn 2 2
; Where Rn =
VL
= Reynolds number
VL 24 0.5144 228.22
3317.41 10 6
6
0.84931 10
CF =
log
0.075
10
(3317.41 10 6 ) 2
= 1.33 10-3
Correction for additional wetted surface area:
The correction for increasing the preparations to makes C F for appendages Wetted surface
area of the appendages (i.e.)
114
S1 XCF
11229.60 1.33 10 3
=
= 1.34 10-3
11118.42
S
B
2.5)0.17
T
Where,
Fn = Froude Number =0.265
75505.47
3
=7.09
3 = 10 *
L
220 3
B = Moulded Breadth = 32 m
T = Moulded Draft = 14.51 m
(10 * 0.265 0.84) 4 (10 * 0.75 3.3) 2 (7.09 4)0.0012 (7.09 * 0.05) 0.2(
= 0.92
103CR = 0.92
115
32
2.5)0.17
14.51
L105 m
L=150 m
L=200 m
L=250 m
L300 m
FOR VESSELS WITH
L = 200 m, 103 CA = 0
L = 250 m , 103 CA = -0.2
103CA for 228.22 m length is linear interpolation from above table between 200m and
250m length.
10 3 C A
FOR L = 228.22m,
0.2
( 228.22 200) 0.11
( 250 200)
10 3 CAA =0.07
116
CT S V2 0.5
1904.56 15
= 2190.24 KN
100
PE = RT X V = 2190.24
117
12.35 = 27049.46 KW
118
119
water tests of series are given in the form of charts. These charts can be used to design a
propeller, which confirms to the characteristics of any particular series.
A4- 40, B4-40 means 4-blade propeller with blade area ratio of 0.40 for A series
or B series. B4- 40 series have wider blade tips; circular blade sections near the tips and
aerofoil sections near the hubs. Because of its great popularity these series were directly
extended to other blade numbers and blade area ratios.
Quasi propulsive coefficient is one, which is very useful in calculation of
delivered power of main engine, by the use of effective power required to overcome
resistance of ship with required thrust developed by the propeller at design speed of ship.
QUASI PROPULSIVE EFFICIENCY: ( D)
QPC = D = H
PE
R V
= T
O =
PD
PD
HULL EFFICIENCY :( H)
1 t
1 w
V A V S 1 wT
0.74
) + (1.5 x 0.74))
0.84
= 0.21
From the above values t =0.215 (Average of values from 2 & 3)
121
VELOCITY OF ADVANCE: VA = VS (1 - w)
VA =12.35(1 - 0.322)
= 8.37 m/s
THRUST REQUIRED:
RT
2190.24
(1 t ) (1 0.215)
T =
=2790.11 KN
HULL EFFICIENCY:
1 t
H =
1 WT
1 0.215
1 0.322
= 1.158
LBP )
= 0.855 (0.00012
100
220
)= 0.677
2) DANCKWARDT FORMULA
D = 0.836 - 0.000165 N
= 0.836 (0.000165
100
(75505.47)
1
6
= 0.728
From the above values D = 0.71 (Average value)
122
shaft R.P.M.
N = R.P.M. = 100 rev/min. = 1.67 rev. /sec. (Chosen from preliminary selection
of Main Engine)
27049.46
0.71
38097.83
37168.61KW , in fresh water at 30c
1.025
The original B-series result were prepared in the formula used by Taylor
KQ
Where
PD N 2
5
2VA
123
J = advanced coefficient
1
KQ J
4
4=
37168.61 1.67 2
5
2 1.021 8.37
= 0.79
Space available for propeller at stern from the lines plan = y = 11600 mm
From IRS Rules minimum clearances of propeller are
Top clearance C (0.48 - 0.02 Z) RP
Bottom clearance 0.07xRP
Where Rp is Radius of Propeller.
The space available from the lines plan is 11.60 m, hence diameter of the propeller is
selected initially as, DP = 9.39 m
DIAMETER OF THE PROPELLER :( DP)
Propeller diameter DP
AE
Where AE = Expanded blade area
AO
AE 1.3 0.3Z T
K
AO PO PV D P 2
Where Z = No. Of blades = 4
T = Thrust power = 2790.11 KN
PO = static pressure + atmospheric pressure at CL of shaft
= gh + PA
124
= 192.13 KN/m2
K = 0.20 for high powered single screw ships
B.A.R =
AE
1.3 0.3 4 2790.11 0.20
AO
192.13 (9.39) 2
= 0.61
KQ 4 J
= 0.79
CHART
B4.55
B4.70
B.A.R.
0.55
0.70
1.86
1.82
0.828
0.840
0.595
0.594
(1.82 1.85)
0.61 0.55 1.85
0.70 0.55
ND P
8.37 1.85
1.747 DP =
= 9.30 m
VA
1.67
= 0.595
O = PE / PD
=1.169 1.02 0.595=0.71
D = 0.754
R T V
D
2190.24 12.35
=38097.84 KW
0.71
126
On comparison of D obtained from the Trail 1 with D obtained from empirical formulas
(assumed value), there is no variation. Therefore, 2ND Trail is not required.
R T V
D
2190.24 12.35
0.71
= 38097.84 KW
The shaft efficiency s depends on the alignment and lubrication of the shaft bearings,
and on the reduction gear, if installed. Shaft efficiency is equal to the ratio between the
power PD delivered to the propeller and the brake power P S delivered by the main engine,
i.e. Ps = (PD / s)
The shaft efficiency is normally around 0.985, but can vary between 0.96 and 0.995.
Shaft Delivered Power Ps = (PD / 0.99) = 38097.84 / 0.995 = 38,289.29 KW
= 9.30 m
2. PITCH (P)
= 7.75 m
= 0.61
2
DP
(9.30) 2 =67.92 m2
4
4
7 NUMBER OF BLADES
=4
127
= 38,430 KW
= 13.92 m
= 4.48 m
= 15.474 m
= 7
= 960 mm
= 2500 mm
19. SPEED
= 90-100 R.P.M
= 18.2 bar
21.
FUEL OIL
As the speed of the ship is changed to meet the present requirements the
dimensions of the main engine is also increased.This results to the change of the
design.The engine room length should be increased in order to fit the new engine.
CHAPTER 11
DESIGN OF GENERAL ARRANGEMENT AND CARGO
HANDLING SYSTEM
Introduction:
The General arrangement of a ship can be defined as the assignment of spaces for all
required functions and equipment, properly coordinated for location and access. The
general arrangement represents a summary and integration of information from other
128
divisions and specialties in ship design, intended to provide for all the necessary
functions of the ship in the most efficient and economical way.
The efficient operation of a ship depends upon the proper arrangement of each separate
space and the most effective interrelationship among all spaces. It is important that the
general arrangement is functionally and economically developed with respect to factors
that affect both the construction and operation cost, especially the manpower required in
operating a ship. Many other subdivisions of ship design provide the feed in for the
general arrangement, such as structure, hull engineering, weights, stability, lines,
engineering and specifications.
The first step in solving the general arrangement problems of a cargo ship is locating the
main spaces and their boundaries within the ship hull and superstructure.
These spaces are:
1.
Cargo tanks
2.
Machinery spaces
3.
4.
Tanks (Double Bottom tanks, After Peak Tank, and Fore Peak Tank)
5.
Miscellaneous
Complement:
The owner and the maritime unions, with which he has contracts, considering
mainly the maintenance and service to be provided for the safe operation of the ship,
determine the actual crew list. Crew accommodation is done complying with the
requirements of the RULES OF MERCHANT SHIPPING act 1960. Accommodation is
provided on the aft with decks like Main deck, 1st Super Structure Deck, 2 nd Super
Structure Deck, 3rd Super Structure Deck and Navigation bridge deck.
Prior to the layout of accommodation, the number of persons, in various categories
has to be decided. The ships complement is normally divided into 3 categories i.e.
deck,0020E.R & catering. The deck department under captain comprises of chief officer,
129
Th
officers, boatswain (to repair life boat) and seamen. The duties
involved include the navigation of ship, maintenance of hull, and the safe transport of the
cargo, the loading & unloading of cargo and ballasting of the ship. The Engine
department under the chief engineer consists of engineers (2 nd, 3rd, 4th & 5th), electrical
engineer, petty officers & greasers. They are responsible for running the main, auxiliary
m/c and for its maintenance and periodic survey. The catering department is responsible
for human needs i.e. food & accommodation of ships personnel and is headed by chief
steward who is in charge of catering department, assistant steward, cooks and catering
boys. The entire administration is under the master who is in command of ship and crew.
The number of deck services depends broadly on the size of the ship, the number of E.R
service depends on the powered type of propelling unit. The number of catering staff
depends on the crew and on the number of passengers if any. The ships complement is
contained in 5-tier or 4-tier, and located on the basis of E/R. If the machinery is
amidships the accommodation will be on amidships as in earlier days.
In modern ships the machinery is placed Aft and so accommodation is provided in
the Aft.
1
5
5
PETTY
OFFICERS
3
3
1
2
14
1
7
CREW
9
6
4
1
20
1
130
Pilot
Suez canal
crew
Total Crew
1
6
49
Life Boats: For tankers of 5000 GRT and above two life boats on each side are specified.
These lifeboats should be sufficient enough to accommodate all the crew at time those are
onboard. Lifeboat is selected with a capacity of 26 persons from the standard particulars.
Lifeboat dimensions are as below. And this lifeboat is placed on 1st Super Structure deck,
for easy embarkation in rescue conditions and to satisfy the minimum vertical height
from design water line. Also the longitudinal position is fixed as mentioned at least of 1
1/2 times length of the lifeboat forward from the ship propeller position.
Dimensions:
Length = 6.71m Beam = 2.21m Height = 0.84 m
Rescue Boat:
A rescue boat of dimensions 4.00m*1.2m*0.7m, which can carry 8 persons, is
positioned at a location between Frame No: 18 to Frame No: 23 (approximately). The
rescue boat is capable of deploying in less than five minutes. It can be launched and
recovered.
INTERNAL SUBDIVISION AND FRAME SPACING
Basic hull framing:
The transverse framing is adopted in fore peak region, aft peak region and engine
room region. The longitudinal framing is adopted in cargo tank region. Web frame (ring
structure) spacing in cargo tank region is to be 3 to 4 frame spaces and not to be greater
than 3.6 m.
That is in cargo tank region bulk heads are to coincide with web frame spacing.
From IRS rules frame spacing
450+2L (mm) (transverse framing)
131
450+2x220 = 890 mm
>65 85
>85 90
>90 105
>105 115
>115 125
>125 145
>145 165
7
132
7
8
>165 190
>190
to be considered
individually
a)
b)
Length LL, m
LL 200
LL > 200
LL 200
LL > 200
LL = load line length is to be taken as 96% of the length on a waterline at 85% of the least
moulded depth measured from the top of the keel, or as the length from the foreside of
the stem to the axis of the rudder stock on that waterline , if that is greater. In ships
133
designed with a rake of keel, the water line on which this length is measured is to be
parallel to the designed waterline.
For my ship
LL = 220.08 m
LL >200
Where f1 =G/2 or 0.015 LL, whichever is less.
f2 = G/2 or 3 m, whichever is less
G = projection of bulbous bow forward of fore end of LL, in m
G= 2.83 m
Arrangement (a) A ship has no part of its under water body extending forward of the fore
end LL.
Arrangement (b) A ship with part of its under water body extending forward of the fore
end LL. (e.g. bulbous bow)
Arrangement (b)
LL =220.08 m
f2 = G/2
=2.83/2
f2 = 1.415 m
Minimum = 10-f2 =10- 1.415 = 8.585m;
Maximum = 0.08 LL f2 = (0.08 x 220.08)-1.415 = 16.19 m
Position of aft peak bulkhead:
All ships are to have an after peak bulkhead generally enclosing the stern tube and rudder
trunk in a water tight compartment. In twin screw ships where the bossing ends forward
of the after peak bulkhead, the stern tube are to be enclosed in suitable watertight spaces
inside or aft of the shaft tunnels.
Minimum distance of after peak bulk head from A.P = 0.035L= 7.70 m
Distance from the A.P. to after peak bulkhead = 7.80 m
Double Bottom Height:
134
According to IRS,
Centre girder is to have a depth of not less than that given by:
DDB = 250+20B+50T
B = 32 m
T = 14.51 m
From above DDB =Considered as 1.9 m for satisfying the above rule requirements
Double Side Shell Width: (From ABS Rules)
Minimum double side shell width is least of following
ds = 0 .5
a).
b).
Dwt
m
20000
ds = 2 m
135
TL
100
1 25
L
2
m =
14.51 220
32
1 25
100
220
= 48.81 m2
Area of Rudder is considered as approximately 48.81 m2
Accommodation
136
2
m
UPPER DECK
AREA ( m2)
S.NO
.
1
2
3
4
5
6
7
DESCRIPTION
Meat Stores
Vegetable Stores
Fish Stores
Dairy Products
Dry provision Room
Handling Room
Linen Stores
LENGTH
(m)
4.00
7.59
5.00
3.49
3.92
2.81
4.80
BREADT
H (m)
4.00
5.00
4.00
2.00
2.92
5.00
2.00
137
RULE
ACTUAL
16.00
37.95
20.00
6.98
11.45
14.05
9.60
LOCATION
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Deck Store
Dispensary
Medical Cabinet
Crew Change Room
Laundry/Drying Room
Galley
Shore Connection Box
Water Closet & Wash Accom.
(Crew)
Petty Officers Mess & recreation
room
Petty Officers Pantry
4.80
5.60
1.79
4.80
4.00
6.40
2.40
2.00
1.56
1.40
2.00
4.00
5.98
2.00
9.60
8.74
2.51
9.60
16.00
38.27
4.80
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
4.80
3.00
14.40
Upper deck
3.20
3.20
4.40
1.65
14.08
5.28
Upper deck
3.20
3.20
2.42
5.00
1.70
4.00
16.00
5.44
9.68
Upper deck
4.21
4.80
3.20
4.00
4.00
4.00
3.20
1.60
2.00
2.92
6.60
2.40
3.20
2.40
2.65
2.00
8.42
14.02
21.12
9.60
12.80
9.60
8.48
3.20
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
Upper deck
DESCRIPTION
Library
Change room (petty officers)
Fourth Engineer
Fifth Engineer
Petty Officer - (Deck side)-3
Petty Officer -(Engine side)-3
C/P Duct
Life Boat
Refrigerating machinery
Bond Stores
Electrical Stores
Emergency Generator Room
Swimming pool tank
Gymnasium
Engine office
LENGTH
(m)
4.00
4.80
4.80
4.80
4.00
4.00
1.60
6.71
5.60
3.20
4.00
4.00
3.20
6.40
3.20
138
BREADTH
(m)
2.00
3.00
4.00
4.00
3.33
3.33
2.00
2.21
3.00
5.00
2.00
3.00
5.00
3.00
3.00
RULE
7.5
7.5
7.5
7.5
ACTUAL
8.00
14.40
19.20
19.20
13.32
13.32
3.20
14.83
16.80
16.00
8.00
12.00
16.00
19.20
9.60
LOCATION
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
SS-1
44
45
46
47
48
Deck office
Fifth Officer
Third Engineer
Fourth Officer
Third Officer
4.00
4.00
4.00
4.00
4.00
2.00
4.00
4.00
4.00
4.00
7.5
7.5
7.5
7.5
8.00
16.00
16.00
16.00
16.00
SS-1
SS-1
SS-1
SS-1
SS-1
DESCRIPTION
Chief Officers Day Room
Chief Officers Bed Room
Second Engineer's Day
Room
Second Engineer's Bed
Room
Electrical Officer
C/P Duct
Petty Officer - (Chief
Steward)
Mess & recreation
room(Officers) 1.0 per
person
Officers Pantry
Hobby Cum Games Room
Swimming pool
LENGTH(m)
BREADTH(m)
RULE
ACTUAL
LOCATION
4.00
4.00
2.35
4.00
7.5
7.5
9.40
16.00
SS-2
SS-2
2.40
4.00
7.5
9.60
SS-2
4.00
6.40
1.60
4.00
3.00
2.00
7.5
7.5
16.00
19.20
3.20
SS-2
SS-2
SS-2
4.00
3.00
12.00
SS-2
4.00
4.00
6.00
3.20
5.00
2.00
1.87
5.00
20.00
8.00
11.22
16.00
SS-2
SS-2
SS-2
SS-2
7.5 per
officer
1.0 per
person
DESCRIPTION
Captains Day Room
Captains Bed Room
Owner's Day Room
Owner's Bed Room
Cadets - 2
Second Officer
C/P Duct
Officers Change Room
Chief Engineer's Day Room
Chief Engineer's Bed Room
LENGTH(m)
2.22
4.00
2.20
4.00
4.00
4.00
1.60
4.00
4.00
4.00
139
BREADTH(m)
4.00
4.00
4.00
4.00
3.00
3.00
2.00
3.00
3.00
3.00
RULE
7.5
7.5
7.5
7.5
7.5
7.5
ACTUAL
8.88
16.00
8.80
16.00
12.00
12.00
3.20
12.00
12.00
12.00
LOCATION
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
SS-3
DESCRIPTION
Wheel House
Chart Room
Battery Room
Pilot cabin
Toilet
LENGTH(m)
3.2
4.8
1.73
4.8
1.26
BREADTH(m)
8
3
1.95
4
1
RULE
ACTUAL
25.6
14.4
3.3735
19.2
1.26
LOCATION
N B deck
N B deck
N B deck
N B deck
N B deck
CHAPTER-12
CAPACITY CALCULATIONS
The weight depends on the stowage rate (i.e.) m3 / tonnes. The capacity of tankers is
moulded volume of spaces excluding allowance for structures such as frames, beams,
girders, pillars, ventilators etc and allowance for the expansion of oil in tanks, which is
taken as 2.5 % (both for structural and expansion allowance) of moulded volume of cargo
spaces.
The volume of double bottom tanks, cargo tanks and other tanks is calculated from
the sectional area curves drawn from the bonjean curves up to the tank top level and deck
140
at center. On these curves which are drawn on L.B.P. of the ship at ordinate station as per
lines plan, the subdivision of double bottom and position of water tight bulkheads are
marked on the sectional area curve drawing and moulded volume of displacement are
calculated. In actual practice, the extent of double bottom tank/hold and other tanks are
divided into number of equal parts. Transverse sections are drawn, taking half breadths
from body plan. The sectional areas are calculated at stations then volume of space is
calculated by simpsonising sectional area and multiplying the product for volume by
lever, LCG and VCG of the holds are also calculated.
The LCG Position for al capacities from midship is calculated and verified from
general arrangement drawings.
Simpsons
multipliers
1
4
2
Product for
volume
Longitudinal
Levers
(m3)
31.67
112.64
49.46
141
moment of
volume (m4)
0
1
2
0
112.64
98.92
21.41
18.26
15.41
12.92
10.58
8.53
4
2
4
2
4
1
85.64
36.52
61.64
25.84
42.32
8.53
V =454.
3
4
5
6
7
8
256.92
146.08
308.2
155.04
296.24
68.24
M 1 =1442.2
26
Vertical
moments at
Simpsons
station w.r.t.
multipliers
9.
baseline
31.35
28.49
25.63
22.76
19.88
17.00
14.19
11.65
9.46
1
4
2
4
2
4
2
4
1
31.35
113.96
51.26
91.04
39.76
68.00
28.38
46.60
9.46
M 2 = 479.81
1959.22 m4
V =
h V
L.C.G. =
3.5 454.26
= 529.97 m3
3
M1
5889.31
=
=11.11 m from fr.214
529.97
V
142
h2 M1
3
31 m4
2
h M2
3
3.5 479.81 =
3
V.C.G. =
M 2 1959.22
=
= 3.67 m above base line.
529.97
V
Sectional
areas (m2)
Simpsons
Product for
From aft to
multipliers
volume (m3)
fwd
52.42
50.86
48.99
46.82
44.35
41.58
38.51
35.18
31.67
1
4
2
4
2
4
2
4
1
52.42
203.44
97.98
187.28
88.7
166.32
77.02
140.72
31.67
V =1045.
Longitudinal
Lever
moment of
volume (m4)
0
1
2
3
4
5
6
7
8
0
203.44
195.96
561.84
354.8
831.6
462.12
985.04
253.36
M 1 =3848.1
55
Vertical moments
at station w.r.t.
baseline
53.29
51.31
48.74
45.88
42.97
40.07
37.16
34.26
31.35
Simpsons
multipliers
of volume (m4)
1
4
2
4
2
4
2
4
1
53.29
205.24
97.48
183.52
85.94
160.28
74.32
137.04
31.35
M 2 = 1028.46
143
M1 =
h2 M1
M2 =
h M2
V =
h V
3
3
3.55 2 3848.16
=16165.48 m4
3
3.55 1028.46
= 1217.01m4
3
3.55 1045.55
= 1237.23 m3
3
L.C.G. =
M 1 16165.48
=
=13.07 m from fr.180
1237.23
V
V.C.G. =
M 2 1217.01
=
= 0.98m above base line.
1237.23
V
Sectional
areas (m2)
Simpsons
Product for
From aft to
multipliers
volume (m3)
fwd
56.83
56.76
56.63
56.41
56.04
55.48
54.71
53.7
52.42
1
4
2
4
2
4
2
4
1
56.83
227.04
113.26
225.64
112.08
221.92
109.42
214.8
52.42
V
=1333.4
144
Longitudinal
Levers
moment of
volume (m4)
0
1
2
3
4
5
6
7
8
0
227.04
226.52
676.92
448.32
1109.6
656.52
1503.6
419.36
M
1 =5267.8
Vertical
moments at
Simpsons
station w.r.t.
multipliers
baseline
55.00
55.00
55.00
55.00
55.00
55.00
54.91
54.44
53.29
1
4
2
4
2
4
2
4
1
55.00
220.00
110.00
220.00
110.00
220.00
109.82
217.76
53.29
M 2 = 1315.87
M1 =
h2 M1
M2 =
h M2
V =
h V
3.6 2 5267.88
=22757.24 m4
3
3.6 1315.87
=1579.04 m4
3
3
3
3
3.6 1333.41
=1600.09 m3
3
L.C.G. =
M1
22757.24
=
=14.22 m from fr.148
1600.09
V
V.C.G. =
M 2 1579.04
=
= 0.986 m above base line.
1600.09
V
145
Sectional
Longitudinal
areas (m2)
Simpsons
Product for
From aft to
multipliers
volume (m3)
fwd
55.64
55.98
56.26
56.47
56.64
56.75
56.82
56.84
56.83
1
4
2
4
2
4
2
4
1
55.64
223.92
112.52
225.88
113.28
227
113.64
227.36
56.83
V =1356.0
Levers
moment of
volume (m4)
0
1
2
3
4
5
6
7
8
0
223.92
225.04
677.64
453.12
1135
681.84
1591.52
454.64
Vertical moments at
Simpsons
multipliers
volume (m4)
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
1
4
2
4
2
4
2
4
1
55.00
220.00
110.00
220.00
110.00
220.00
110.00
220.00
55.00
M 2 = 1320.00
h2 M1
3
3.6 2 5442.72
= 23512.55 m4
3
146
=5442.72
M1
M2 =
h M2
V =
h V
3
3
=
=
3.6 1320.00
= 1584.00 m4
3
3.6 1356.07
= 1627.28 m3
3
L.C.G. =
M1
23512.55
=
= 14.45 m
1627.28
V
V.C.G. =
M 2 1584.00
=
= 0.973=rounded off to 1.00 m above base line.
1627.28
V
Sectio
nal areas (m2)
From aft to fwd
44.17
46.9
49.36
51.39
52.88
53.92
54.66
55.21
55.64
Vertical
Simpson
Product for
multipliers
volume (m3)
1
4
2
4
2
4
2
4
1
44.17
187.6
98.72
205.56
105.76
215.68
109.32
220.84
55.64
V =
Product for vertical
1243.29
moment of volume (m4)
moments at
Simpson
station w.r.t.
multipliers
baseline
47.71
50.45
52.70
54.15
54.79
54.98
55.00
55.00
55.00
1
4
2
4
2
4
2
4
1
47.71
201.80
105.40
216.60
109.58
219.92
110.00
147
220.00
55.00
M 2 = 1286.01
Longitudinal
Levers
moment of
0
1
2
3
4
5
6
7
8
volume (m4)
0
187.6
197.44
616.68
423.04
1078.4
655.92
1545.88
445.12
= 5150.08
M1 =
h2 M1
M2 =
h M2
V =
h V
3
3
3
=
=
3.6 2 5150.08
= 22248.34 m4
3
3.6 1286.01
= 1543.21 m4
3
3.6 1243.29
= 1491.95 m3
3
L.C.G. =
M1
22248.34
=
= 14.91m from fr.84
1491.95
V
V.C.G. =
M2
1543.21
=
= 1.03 m above base line.
1491.95
V
148
Sectional areas
(m2) From aft to
fwd
24.34
26.95
29.55
32.11
34.61
37.04
39.43
41.8
44.17
Simpson
Product for
multipliers
volume (m3)
1
4
2
4
2
4
2
4
1
24.34
107.8
59.1
128.44
69.22
148.16
78.86
167.2
44.17
V =
Longitudinal
Levers
moment of volume
0
1
2
3
4
5
6
7
8
(m4)
0
107.8
118.2
385.32
276.88
740.8
473.16
1170.4
353.36
M
1 =3625.92
827.29m3
m4
Vertical
moments at
Simpsons
station w.r.t.
multipliers
baseline
25.78
28.70
31.68
34.64
37.48
40.16
42.73
45.23
47.71
1
4
2
4
2
4
2
4
1
25.78
114.80
63.36
138.56
74.96
160.64
85.46
180.92
47.71
M 2 = 892.19 m4
903.34 m4
V =
h V
3
3.0375 827.29
= 837.63 m3
3
L.C.G. =
M 1 11151 .40
=
= 13.31 m from fr.57
837.63
V
V.C.G. =
M2
903.34
=
= 1.08 m above base line.
837.63
V
149
M1 =
h2 M1
3
3.0375 2 3625.92
3
=
=
11151.40 m4
M2 =
h M2
3
3.0375 892.19
3
=
=
Longitudinal
areas (m2)
Simpson
Product for
Levers
From aft to
multipliers
volume (m3)
from fr.47
fwd
20.51
20.98
21.46
21.94
22.42
22.9
23.38
23.86
24.34
1
4
2
4
2
4
2
4
1
20.51
83.92
42.92
87.76
44.84
91.6
46.76
95.44
24.34
0
1
2
3
4
5
6
7
8
V = 538.09 m3
moment of volume
(m4)
0
83.92
85.84
263.28
179.36
458
280.56
668.08
194.72
M
1 =2213.76
m4
Vertical
moments at
Simpsons
station w.r.t.
multipliers
baseline
21.71
22.20
22.70
23.20
23.71
24.22
24.74
25.26
25.78
1
4
2
4
2
4
2
4
1
21.71
88.80
45.40
92.80
47.42
96.88
49.48
101.04
25.78
M
2 = 569.31 m4
150
M1 =
h2 M1
3
0.5875 2 2213.76
3
254.70 m4
=
=
M2 =
h M2
V =
h V
0.5875 569.31
= 111.49 m4
3
0.5875 538.09
= 105.37 m3
3
L.C.G. =
M1
254.70
=
= 2.41 m from fr.52
105.37
V
V.C.G. =
M2
111 .49
=
= 1.06 m above base line.
105
.37
V
Simpson
Product for
multipliers
volume (m3)
1
4
2
4
2
4
2
4
1
18.27
74.16
37.64
76.4
38.76
78.64
39.88
80.92
20.51
V
= 465.18
3
151
Levers
Longitudinal
from
moment of volume
fr.44
(m4)
0
1
2
3
4
5
6
7
8
0
74.16
75.28
229.2
155.04
393.2
239.28
566.44
164.08
=1896.68 m4
Vertical
moments at
Simpsons
station w.r.t.
multipliers
baseline
19.42
19.70
19.98
20.27
20.55
20.84
21.13
21.42
21.71
1
4
2
4
2
4
2
4
1
19.42
78.80
39.96
81.08
41.10
83.36
42.26
85.68
21.71
M
2 = 493.37 m4
M1 =
h2 M1
3
0.3375 2 1896.68
3
=
=
72.01 m4
M2 =
h M2
3
0.3375 493.37
3
=
=
55.50 m4
V =
h V
3
0.3375 465.18
= 52.33 m3
3
L.C.G. =
M1
72.01
=
= 1.38 m from fr.49
52.33
V
V.C.G. =
M2
55.50
=
= 1.06 m above base line.
52.33
V
152
Sectional
Sectional
areas (m2)
areas of
Sectional
double
area in
bottom
Hold
(m2)
31.67
28.16
24.73
21.41
18.26
15.41
12.92
10.58
8.53
501.43
478.84
450.92
418.09
380.29
336.19
285.73
234.82
182.42
From aft to
fwd
533.10
507.00
475.65
439.50
398.55
351.60
298.65
245.40
190.95
Simpsons
Product for
multipliers
volume (m3)
1
4
2
4
2
4
2
4
1
501.43
1915.36
901.84
1672.36
760.58
1344.76
571.46
939.28
182.42
V =
8789.49
Levers
Longitudinal
from
moment of
fr.214
volume (m4)
0
1
2
3
4
5
6
7
8
0
1915.36
1803.68
5017.08
3042.32
6723.8
3428.76
6574.96
1459.36
M1 =
29965.32
Vertical
Vertical
Vertical
moments at
moments of
moment at
Simpsons
station w.r.t.
double
station in
multipliers
baseline
bottom
31.35
28.49
25.63
22.76
19.88
17.00
14.19
11.65
9.46
hold
5579.65
5402.51
5162.37
4864.24
4511.12
4087
3556.81
2944.35
2297.54
1
4
2
4
2
4
2
4
1
5579.65
21610.04
10324.74
19456.96
9022.24
16348
7113.62
11777.4
2297.54
M 2 = 103530.19
5611
5431
5188
4887
4531
4104
3571
2956
2307
M1 =
h2 M1
M2 =
h M2
=
=
3.5 2 29965.32
= 122358.39 m4
3
3.5 103530.19
= 120785.22 m4
3
153
V =
h V
3
3.5 8789.49
= 10254.40 m3
3
L.C.G. =
M 1 122358.39
=
= 11.93 m from fr.214
10254.40
V
V.C.G. =
M2
122358.39
=
= 11.93 m above base line.
10254.40
V
Sectional
areas (m2)
From aft to
fwd
605.70
605.55
604.05
600.45
594.15
584.70
571.65
554.70
533.10
Sectional
areas of
Sectional
double
area in
bottom
Hold
(m2)
52.42
50.86
48.99
46.82
44.35
41.58
38.51
35.18
31.67
553.28
554.69
555.06
553.63
549.80
543.12
533.14
519.52
501.43
Simpsons
Product for
multipliers
volume (m3)
1
4
2
4
2
4
2
4
1
553.28
2218.76
1110.12
2214.52
1099.6
2172.48
1066.28
2078.08
501.43
V =
13014.55
154
Levers
Longitudinal
from
moment of
fr.180
volume (m4)
0
1
2
3
4
5
6
7
8
0.00
2218.76
2220.24
6643.56
4398.4
10862.4
6397.68
14546.56
4011.44
M1 =
51299.04
Vertical
Vertical
Vertical
moments at
moments of
moment at
Simpsons
station w.r.t.
double
station in
multipliers
baseline
bottom
53.29
51.31
48.74
45.88
42.97
40.07
37.16
34.26
31.35
hold
5634.71
5692.69
5746.26
5788.12
5812.03
5809.93
5775.84
5702.74
5579.65
1
4
2
4
2
4
2
4
1
5634.71
22770.76
11492.52
23152.48
11624.06
23239.72
11551.68
22810.96
5579.65
M 2 = 137856.54
5688
5744
5795
5834
5855
5850
5813
5737
5611
M1 =
h2 M1
M2 =
h M2
V =
h V
3
3
3
=
=
3.55 2 51299.04
= 215498.71 m4
3
3.55 137856.54
= 163130.24 m4
3
3.55 13014.55
= 15400.55 m3
3
L.C.G. =
M1
245498.71
=
= 15.94 m from fr.180
15400.55
V
V.C.G. =
M2
163130.24
=
= 10.59 m above base line
15400.55
V
Sectional
areas (m2)
From aft to
fwd
595.95
597.00
598.20
599.55
601.05
602.55
603.90
604.95
605.70
Sectional
areas of
sectional
double
area in
bottom
Hold
(m2)
56.83
56.76
56.63
56.41
56.04
55.48
54.71
53.70
52.42
539.12
540.24
541.57
543.14
545.01
547.07
549.19
551.25
553.28
Simpsons
Product for
multipliers
volume (m3)
1
4
2
4
2
4
2
4
1
539.12
2160.96
1083.14
2172.56
1090.02
2188.28
1098.38
2205.00
553.28
V =
13090.74
Levers
Longitudinal
from
moment of
fr.148
volume (m4)
0
1
2
3
4
5
6
7
8
0.00
2160.96
2166.28
6517.68
4360.08
10941.40
6590.28
15435.00
4426.24
M1 =
52597.92
Vertical
Vertical
Vertical
moments at
moments of
moment at
Simpsons
station w.r.t.
double
station in
multipliers
baseline
bottom
55.00
55.00
55.00
55.00
55.00
55.00
54.91
54.44
53.29
hold
5321
5342
5367
5348
5435
5478
5526.09
5578.56 156
5634.71
5376
5397
5422
5403
5490
5533
5581
5633
5688
1
4
2
4
2
4
2
4
1
5321
21368
10734
21392
10870
21912
11052.18
22314.24
5634.71
M 2 = 130598.13
M1 =
h2 M1
M2 =
h M2
V =
h V
3.6 2 52597.92
= 227223.10 m4
3
3.6 130598.13
= 156717.75 m4
3
3
3
3
3.6 13090.74
= 15708.88 m3
3
L.C.G. =
M1
227223.10
=
= 14.46 m from fr.148
15708.88
V
V.C.G. =
M2
156717.75
=
= 9.98 m above base line.
15708.88
V
Sectional
areas (m2)
From aft to
fwd
591.60
591.90
592.20
592.65
593.10
593.55
594.30
595.05
595.95
Sectional
areas of
sectional
double
area in
bottom
Hold
(m2)
55.64
55.98
56.26
56.47
56.64
56.75
56.82
56.84
56.83
535.96
535.92
535.94
536.18
536.46
536.80
537.48
538.21
539.12
Simpsons
Product for
multipliers
volume (m3)
1
4
2
4
2
4
2
4
1
535.96
2143.68
1071.88
2144.72
1072.92
2147.20
1074.96
2152.84
539.12
157
Levers
Longitudinal
from
moment of
fr.116
volume (m4)
0
1
2
3
4
5
6
7
8
0.00
2143.68
2143.76
6434.16
4291.68
10736.00
6449.76
15069.88
4312.96
V =
12883.28
51581.88
Vertical
Vertical
Vertical
moments at
moments of
moment at
Simpsons
station w.r.t.
double
station in
multipliers
baseline
bottom
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
hold
5269
5265
5263
5264
5268
5268
5288
5303
5321
1
4
2
4
2
4
2
4
1
5269
21060
10526
21056
10536
21072
10576
21212
5321
M 2 = 126628.00
5324
5320
5318
5319
5323
5323
5343
5358
5376
M1 =
h2 M1
M2 =
h M2
V =
h V
3
3
3
=
=
3.6 2 51581.88
= 222833.72 m4
3
3.6 126628.00
= 151953.6 m4
3
3.6 12883.28
= 15459.99 m3
3
L.C.G. =
M1
222833.72
=
= 14.41 m from fr.116
15459.99
V
V.C.G. =
M2
151953.6
=
= 9.82 m above base line.
15459.99
V
158
Sectional
areas (m2)
areas of
Sectional
double
area in
bottom
Hold
(m2)
44.17
46.90
49.36
51.39
52.88
53.92
54.66
55.21
55.64
526.28
530.60
533.39
534.96
535.72
536.03
536.04
535.94
535.96
From aft to
fwd
570.45
577.50
582.75
586.35
588.60
589.95
590.70
591.15
591.60
Simpsons
Product for
multipliers
volume (m3)
1
4
2
4
2
4
2
4
1
526.28
2122.40
1066.78
2139.84
1071.44
2144.12
1072.08
2143.76
535.96
V =
12822.66
Levers
Longitudinal
from
moment of
fr.84
volume (m4)
0
1
2
3
4
5
6
7
8
0.00
2122.40
2133.56
6419.52
4285.76
10720.60
6432.48
15006.32
4287.68
M1 =
51408.32
Vertical
Vertical
Vertical
moments at
moments of
moment at
Simpsons
station w.r.t.
double
station in
multipliers
baseline
bottom
47.71
50.45
52.70
54.15
54.79
54.98
55.00
55.00
55.00
hold
5327.29
5331.55
5328.30
5318.85
5306.21
5295.02
5285.00
5276.00
5269.00
1
4
2
4
2
4
2
4
1
5327.29
21326.2
10656.6
21275.4
10612.42
21180.08
10570
21104
5269
M 2 = 127320.99
5375.00
5382.00
5381.00
5373.00
5361.00
5350.00
5340.00
5331.00
5324.00
M1 =
h2 M1
3
3.6 2 51408.32
= 222083.94 m4
3
159
M2 =
h M2
V =
h V
3
3
=
=
3.6 127320.99
= 152785.19 m4
3
3.6 12822.66
= 15387.19 m3
3
L.C.G. =
M1
222083.94
=
= 14.43 m from fr.84
15387.19
V
V.C.G. =
M 2 152785.19
=
= 9.93 m above base line.
15387.19
V
160
Sectional
areas
Sectional
(m2) areas
of
fwd
468.15
486.75
503.70
518.85
532.35
544.20
554.40
563.25
570.45
bottom (m )
24.34
26.95
29.55
32.11
34.61
37.04
39.43
41.80
44.17
Sectional
area
in
Hold
Simpsons
Product for
multipliers
volume (m3)
443.81
459.80
474.15
486.74
497.74
507.16
514.97
521.45
526.28
1
4
2
4
2
4
2
4
1
443.81
1839.20
948.30
1946.96
995.48
2028.64
1029.94
2085.80
526.28
V =
Levers
Longitudinal
from
moment
fr.52
volume (m4)
0
1
2
3
4
5
6
7
8
0.00
1839.20
1896.60
5840.88
3981.92
10143.20
6179.64
14600.60
4210.24
11844.41
Vertical
Vertical
48692.28
Vertical
at Simpsons
Product for
station
in multipliers
baseline
hold
4855.22
4967.3
5063.32
5142.36
5205.52
5253.84
5290.27
5313.77
5327.29
bottom
25.78
28.70
31.68
34.64
37.48
40.16
42.73
45.23
47.71
4881.00
4996.00
5095.00
5177.00
5243.00
5294.00
5333.00
5359.00
5375.00
M1 =
h2 M1
M2 =
h M2
V =
h V
3.0375 2 48692.28
= 149751.58 m4
3
3.0375 124009.81
= 125559.93 m4
3
3
3
L.C.G. =
1
4
2
4
2
4
2
4
1
3.0375 11844.41
= 11992.46 m3
3
M 1 149751.58
=
= 12.49m from fr.52
11992.46
V
161
vertical
4855.22
19869.2
10126.64
20569.44
10411.04
21015.36
10580.54
21255.08
5327.29
M 2 = 124009.81
of
V.C.G. =
M2
124009.81
=
= 10.34 m above base line
11992.46
V
162
Sectional
areas
Sectional
(m2) areas
of
fwd
437.55
441.60
445.50
449.40
453.30
457.05
460.80
464.55
468.15
bottom (m )
20.51
20.98
21.46
21.94
22.42
22.90
23.38
23.86
24.34
Sectional
area
in
Hold
Simpsons
Product for
multipliers
volume (m3)
417.04
420.62
424.04
427.46
430.88
434.15
437.42
440.69
443.81
1
4
2
4
2
4
2
4
1
417.04
1682.48
848.08
1709.84
861.76
1736.60
874.84
1762.76
443.81
V =
Levers
Longitudinal
from
moment
fr.47
volume (m4)
0
1
2
3
4
5
6
7
8
0.00
1682.48
1696.16
5129.52
3447.04
8683.00
5249.04
12339.32
3550.48
10337.21
Vertical
Vertical
41777.04
Vertical
at Simpsons
Product for
station
in multipliers
baseline
hold
4656.29
4683.8
4709.3
4735.8
4760.29
4784.78
4809.26
4832.74
4855.22
bottom
21.71
22.20
22.70
23.20
23.71
24.22
24.74
25.26
25.78
4678
4706
4732
4759
4784
4809
4834
4858
4881
M1 =
h2 M1
M2 =
h M2
V =
h V
0.5625 2 41777.04
= 4406.17 m4
3
3
3
L.C.G. =
1
4
2
4
2
4
2
4
1
0.5625 10337.21
= 1938.23 m3
3
M1
4406.17
=
= 2.27 m from fr.52
1938.23
V
163
vertical
4656.29
18735.2
9418.6
18943.2
9520.58
19139.12
9618.52
19330.96
4855.22
M 2 = 114217.69
of
V.C.G. =
M2
21415.82
=
= 11.05 m above base line.
1938.23
V
164
Sectional
areas
Sectional
(m2) areas
of
fwd
417.75
420.30
422.85
425.40
427.80
430.35
432.75
435.15
437.55
bottom (m )
18.27
18.54
18.82
19.10
19.38
19.66
19.94
20.23
20.51
Sectional
area
in
Hold
Simpsons
Product for
multipliers
volume (m3)
399.48
401.76
404.03
406.30
408.42
410.69
412.81
414.92
417.04
1
4
2
4
2
4
2
4
1
399.48
1607.04
808.06
1625.20
816.84
1642.76
825.62
1659.68
417.04
V =
Levers
Longitudinal
from
moment
fr.44
volume (m4)
0
1
2
3
4
5
6
7
8
0.00
1607.04
1616.12
4875.60
3267.36
8213.80
4953.72
11617.76
3336.32
9801.72
Vertical
Vertical
39487.72
Vertical
at Simpsons
Product for
station
in multipliers
baseline
hold
4518.58
4537.30
4555.02
4571.73
4589.45
4606.16
4622.87
4639.58
4656.29
bottom
19.42
19.70
19.98
20.27
20.55
20.84
21.13
21.42
21.71
4538.00
4557.00
4575.00
4592.00
4610.00
4627.00
4644.00
4661.00
4678.00
M1 =
h2 M1
M2 =
h M2
V =
h V
0.3375 2 39487.72
= 1499.30 m4
3
3
3
L.C.G. =
1
4
2
4
2
4
2
4
1
0.3375 9801.72
= 1102.69 m3
3
M 1 1499.30
=
= 1.36 m from fr.49
1102 .69
V
165
vertical
4518.58
18149.20
9110.04
18286.92
9178.90
18424.64
9245.74
18558.32
4656.29
M 2 = 110128.63
of
V.C.G. =
M2
12389.47
=
= 11.24 m above base line.
1102 .69
V
Breadth
(Bu m)
of tank
on
upper
deck
25.68
24.26
22.86
21.44
20.04
17.40
14.76
12.14
9.50
Camber
height
Hc (m) at
deck at
center
0.41
0.37
0.33
0.29
0.25
0.19
0.14
0.09
0.06
Breadth
(Bt m) of
tank on
tank top
15.66
13.86
12.06
10.28
8.48
6.86
5.24
3.62
1.92
Height
(H m) of
tank upto
deck at
center
18.74
18.91
19.08
19.25
19.42
19.59
19.76
19.94
20.12
Area of
tank
cross
section
(m2)
383.83
357.45
330.65
303.25
275.25
236.53
196.93
156.75
114.71
Product
S.M.
(m )
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00
h2 M1
V =
h V
L.C.G. =
3.5 2 20993.96
= 85725.34m4
3
3.6 6320.14
= 7584.17 m3
3
M 1 85725.34
=
= 11.30 m from fr.214
7584.17
V
166
volume
3
M1 =
for
383.83
1429.80
661.30
1213.01
550.51
946.12
393.86
627.02
114.71
6320.14
Levers
Longitudinal
from
moment
fr.214
volume (m4)
0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
M
=
of
0.00
1429.80
1322.59
3639.02
2202.02
4730.58
2363.16
4389.12
917.65
1
20993.96
Camber
height
Hc (m) at
deck at
center
0.49
0.48
0.47
0.46
0.45
0.44
0.43
0.42
0.41
Breadth
(Bt m) of
tank on
tank top
25.62
24.64
23.66
22.68
21.70
20.20
18.68
17.18
15.66
Height
(H m) of
tank upto
deck at
center
17.63
17.74
17.86
17.99
18.13
18.27
18.42
18.58
18.74
Area of
tank
cross
section
(m2)
468.09
459.83
451.85
443.80
435.99
423.08
410.12
397.13
383.83
Product
S.M.
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00
h2 M1
V =
h V
L.C.G. =
volume
(m3)
M1 =
for
468.09
1839.31
903.70
1775.18
871.97
1692.30
820.25
1588.50
383.83
10343.13
Levers
Longitudinal
from
moment
fr.180
volume (m )
0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
0.00
1839.31
1807.40
5325.55
3487.90
8461.51
4921.50
11119.52
3070.62
1
3.55 2 40033.30
= 168173.22 m4
3
3.55 10343.13
= 12239.37 m3
3
M 1 168173.22
=
= 13.74 m from Fr: 180
12239.37
V
167
of
4
40033.30
Breadth
(Bu m)
of tank
on
upper
deck
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00
Camber
height
Hc (m) at
deck at
center
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49
Breadth
(Bt m) of
tank on
tank top
27.26
27.22
27.16
27.10
27.04
26.68
26.32
25.96
25.62
Height
(H m) of
tank upto
deck at
center
17.08
17.11
17.16
17.21
17.27
17.35
17.43
17.53
17.63
Area of
tank
cross
section
(m2)
467.35
467.83
468.70
469.56
470.70
469.78
468.83
468.39
468.09
Product
S.M.
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00
h2 M1
V =
h V
L.C.G. =
volume
(m3)
M1 =
for
467.35
1871.34
937.40
1878.25
941.39
1879.10
937.65
1873.54
468.09
11254.11
Levers
Longitudinal
from
moment
fr.148
volume (m4)
0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
M
=
0.00
1871.34
1874.80
5634.75
3765.58
9395.51
5625.91
13114.81
3744.70
1
45027.38
3.6 2 45027.38
= 194518.28 m4
3
M 1 194518.28
=
= 14.40 m from Fr: 148
13504.93
V
168
of
Breadth
(Bu m)
of tank
on
upper
deck
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00
Camber
height
Hc (m) at
deck at
center
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49
Breadth
(Bt m) of
tank on
tank top
26.96
27.00
27.04
27.08
27.12
27.16
27.20
27.24
27.26
Height
(H m) of
tank upto
deck at
center
16.98
16.98
16.98
16.98
16.99
17.00
17.02
17.05
17.08
Area of
tank
cross
section
(m2)
462.04
462.38
462.72
463.06
463.67
464.29
465.18
466.35
467.35
Product
S.M.
(m )
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00
h2 M1
V =
h V
L.C.G. =
volume
3
M1 =
for
462.04
1849.51
925.43
1852.22
927.34
1857.15
930.36
1865.39
467.35
11136.78
Levers
Longitudinal
from
moment
fr.116
volume (m4)
0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
M
=
0.00
1849.51
1850.87
5556.67
3709.37
9285.73
5582.14
13057.73
3738.78
1
44630.80
3.6 2 44630.80
= 192805.06 m4
3
M 1 192805.06
=
= 14.42 m from Fr 116
13364.14
V
of
Breadth
(Bu m)
of tank
on
upper
deck
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00
28.00
Camber
height
Hc (m) at
deck at
center
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49
0.49
Breadth
(Bt m) of
tank on
tank top
22.18
23.04
23.92
24.78
25.64
25.98
26.30
26.64
26.96
Height
(H m) of
tank upto
deck at
center
17.25
17.20
17.15
17.11
17.08
17.05
17.03
17.01
16.99
Area of
tank
cross
section
(m2)
428.23
434.37
440.64
446.96
453.51
455.61
457.79
460.14
462.31
Product
S.M.
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00
h2 M1
V =
h V
L.C.G. =
volume
(m3)
M1 =
for
428.23
1737.48
881.28
1787.84
907.02
1822.42
915.58
1840.56
462.31
10782.73
Levers
Longitudinal
from
moment
fr.84
volume (m )
0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
M
=
0.00
1737.48
1762.56
5363.51
3628.10
9112.12
5493.49
12883.92
3698.49
1
43679.69
3.6 2 43679.69
= 188696.26 m4
3
3.6 10782.73
= 12939.27 m3
3
M 1 188696.26
=
= 17.49 m from Fr 84
10782.73
V
170
of
4
Breadth
(Bu m)
of tank
on
upper
deck
26.70
26.96
27.22
27.48
27.74
27.80
27.88
27.94
28.00
Camber
height
Hc (m) at
deck at
center
0.45
0.45
0.46
0.47
0.48
0.48
0.49
0.49
0.49
Breadth
(Bt m) of
tank on
tank top
11.28
12.74
14.20
15.64
17.10
18.38
19.64
20.92
22.18
Height
(H m) of
tank upto
deck at
center
17.68
17.62
17.56
17.50
17.45
17.39
17.34
17.29
17.25
Area of
tank
cross
section
(m2)
331.78
345.67
359.47
372.98
386.78
397.06
407.48
417.85
428.23
Product
S.M.
1.00
4.00
2.00
4.00
2.00
4.00
2.00
4.00
1.00
M1 =
V =
h V
L.C.G. =
3.0375 2 38347.18
= 117935.55 m4
3
3.0375 9201.71
= 9316.73 m3
3
M 1 117935 .55
=
= 12.66 m from Fr 57
9316.73
V
171
volume
(m3)
V
h2 M1
for
331.78
1382.70
718.93
1491.91
773.56
1588.24
814.97
1671.40
428.23
9201.71
Levers
Longitudinal
from
moment
fr.52
volume (m4)
0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
M
=
of
0.00
1382.70
1437.86
4475.72
3094.26
7941.18
4889.80
11699.82
3425.83
1
38347.18
Length = 11.20 m
h=Common interval=length= 1.4 m
Sectional
Areas
forward of
Fore Peak
S.M.
From aft to
fwd
190.95
168.60
146.25
123.90
101.55
79.20
56.85
30.45
0.00
Volume
Product
Lever
from
F.P.
Longitudinal
moment of
volume
1
4
2
4
2
4
2
4
1
190.95
674.40
292.50
495.60
203.10
316.80
113.70
121.80
0.00
0
1
2
3
4
5
6
7
8
0.00
674.40
585.00
1486.80
812.40
1584.00
682.20
852.60
0.00
2408.85
Vertical
Moments
w.r.t. base line
S.M.
2307.00
2038.00
1763.00
1480.00
1191.00
898.00
600.00
300.00
0.00
1
4
2
4
2
4
2
4
1
h2 M1
M2 =
h M2
3
3
6677.40
Product of
Vertical
Moment of
Volume
M
M1 =
2307
8152
3526
5920
2382
3592
1200
1200
0.00
28279.00
2
1.4 2 6677.40
= 4362.58 m4
3
1.4 28279.00
= 13196.87 m4
3
172
V =
h V
3
1.4 2408.85
= 1124.13 m3
3
L.C.G. =
M1
4362.58
=
= 3.88 m forward of Frame: 254
1124 .13
V
V.C.G. =
M 2 13196.87
=
= 11.73 m above base line.
1124 .13
V
Sectional
Areas from aft
end of aft
peak tank
from aft to
fwd
0.00
17.70
35.40
53.10
70.95
89.70
108.75
128.25
148.35
Vertical
Moments
w.r.t. base line
S.M.
Volume
Product
Lever
from aft
end of
aft peak
tank
1
4
2
4
2
4
2
4
1
0
70.8
70.8
212.4
141.9
358.8
217.5
513
148.35
0
1
2
3
4
5
6
7
8
1733.55
S.M.
Product of
Vertical
173
Longitudinal
moment of
volume
0
70.8
141.6
637.2
567.6
1794
1305
3591
1186.8
9254.00
Moment of
0.00
294.00
588.00
882.00
1162.00
1395.00
1620.00
1837.00
2038.00
1
4
2
4
2
4
2
4
1
0
1176
1176
3528
2324
5580
3240
7348
2038
26410
2
M1 =
h2 M1
1.84125 2 9254
= 10457.64 m4
3
M2 =
h M2
1.84125 26410
= 16209.13 m4
3
V =
h V
3
3
1.84125 1733.55
= 1063.96 m3
3
L.C.G. =
M 1 10457.64
=
= 9.83 m forward of Aft of aft peak tank
1063.96
V
V.C.G. =
M 2 16209.13
=
=15.23 m above base line.
1063.96
V
S.M.
174
Sectional
Areas From
aft to fwd
3.34
6.35
9.75
13.14
16.85
21.16
25.87
30.84
36.01
Volume
Product
Lever
from Fr
12
Longitudinal
moment of
volume
1
4
2
4
2
4
2
4
1
3.34
25.40
19.50
52.56
33.70
84.64
51.74
123.36
36.01
0
1
2
3
4
5
6
7
8
0.00
25.40
39.00
157.68
134.80
423.20
310.44
863.52
288.08
430.25
Vertical
Moments
w.r.t. base line
S.M.
6.88
12.50
18.74
25.34
32.69
40.74
49.26
58.14
67.33
1
4
2
4
2
4
2
4
1
h2 M1
M2 =
h M2
V =
h V
3
2242.12
6.88
50.00
37.48
101.36
65.38
162.96
98.52
232.56
67.33
822.47
2
3.6 2 2242.12
= 9685.96 m4
3
3.6 822.47
= 986.96 m4
3
3
3
Product of
Vertical
Moment of
Volume
M
M1 =
3.6 430.25
= 516.3 m3
3
175
L.C.G. =
M1
9685.96
=
= 18.76 m forward of Fr 13 (i.e. Aft peak Bulk head).
516.3
V
V.C.G. =
M2
986.96
=
=1.91 m above base line.
516.30
V
176
Sectional
areas
Sectional
(m2) areas
of
fwd
148.35
187.50
227.10
263.70
297.45
329.40
360.30
389.70
417.75
bottom (m )
3.34
6.35
9.75
13.14
16.85
21.16
25.87
30.84
36.01
Sectional
area
in
Hold
Simpsons
Product for
multipliers
volume (m3)
145.01
181.15
217.35
250.56
280.60
308.24
334.43
358.86
381.74
1
4
2
4
2
4
2
4
1
145.01
724.60
434.70
1002.24
561.20
1232.96
668.86
1435.44
381.74
V =
Levers
Longitudinal
from
moment
fr.12
volume (m4)
0
1
2
3
4
5
6
7
8
0.00
724.60
869.40
3006.72
2244.80
6164.80
4013.16
10048.08
3053.92
6586.75
Vertical
Vertical
30125.48
Vertical
at Simpsons
Product for
station
in multipliers
baseline
hold
2031.12
2435.50
2862.26
3245.66
3547.31
3810.26
4051.74
4272.86
4470.67
bottom
6.88
12.50
18.74
25.34
32.69
40.74
49.26
58.14
67.33
2038.00
2448.00
2881.00
3271.00
3580.00
3851.00
4101.00
4331.00
4538.00
M1 =
h2 M1
M2 =
h M2
V =
h V
3.6 2 30125.48
= 130142.07 m4
3
3.6 82481.53
= 98977.83 m4
3
3
3
L.C.G. =
3.6 6586.75
= 7904.10 m3
3
M 1 130142.07
=
= 16.46 m from fr.13
7904.10
V
177
1
4
2
4
2
4
2
4
1
vertical
2031.12
9742.00
5724.52
12982.64
7094.62
15241.04
8103.48
17091.44
4470.67
M 2 = 82481.53
of
V.C.G. =
M2
98977.83
=
= 12.52 m above base line.
7904.10
V
L.C.G.
11.11
13.07
14.22
14.45
14.91
13.31
2.41
V.C.G. above
baseline (m)
3.67
0.98
0.986
0.973
1.03
1.08
1.06
52.33
1.38
1.06
51.02
516.3
18.76
1.91
503.39
1063.96
1124.13
V= 10186.24
9.83
3.88
15.23
11.73
1037.36
1096.03
Moulded volume
in cu. M
529.97
1237.23
1600.09
1627.28
1491.95
837.63
105.37
V= 9931.58
178
Details of Moulded Volumes in way of cargo tanks including spaces between double
side shell
Hold no.
1
2
3
4
5
6
Slop Tank
Pump room
Engine room
Details of Cargo Tanks
Cargo tank
no.
1
2
3
4
5
6
Moulded
volume in cu.
m
10254.4
15400.45
15708.88
15459.99
15387.19
11992.46
1938.23
1102.69
7904.1
L.C.G.
11.93
15.94
14.46
14.41
14.43
12.49
2.27
1.36
16.46
Moulded volume
in cu. m
7584.17
12239.37
13504.93
13364.14
12939.27
9316.73
L.C.G.
11.30
13.74
14.40
14.42
17.49
12.66
V= 68948.61
V.C.G. above
baseline (m)
11.93
10.59
9.98
9.82
9.93
10.34
11.05
11.24
12.42
Moulded volume
with deduction of
2.5% in cu. m
7394.57
11933.39
13167.31
13030.04
12615.79
9083.81
V = 67224.29
Details of Capacities of Cargo Tanks and space between double side shell (including
Slop Tank):
S.No
1
2
Moulded
volume of
Holds
(m3)
10254.4
15400.45
Moulded
volume of
Cargo
Tank in
(m3)
7584.17
12239.4
Volume
of wing
tanks
(m3)
2670.23
3161.08
Volume of
wing tank
after
deduction
of 2.5%
(m3)
2603.47
3082.05
179
Volume of
Cargo tanks
after
deduction
of 2.5%
(m3)
7394.57
11933.39
Cargo capacity
Port
Starboard
3697.28 3697.28
5966.69 5966.69
3
4
5
6
15708.88
15459.99
15387.19
11992.46
13504.9
13364.1
12939.3
9316.73
2203.95
2095.85
2447.92
2675.73
2148.85
2043.45
2386.72
2608.84
13167.31
13030.04
12615.79
9083.81
V=
14873.39
V=
67224.89
6583.65
6515.02
6307.89
4541.91
6583.65
6515.02
6307.89
4541.91
CHAPTER-13
MIDSHIP SECTION
Midship section is a section of the ship at the midship .In this drawing all the
structural members are shown
The Midship Section of the ship shows the various structural members near
amidship region.This section consists of the sectional view of the ship one in the way of
frame and the other in the way of floor which is depicted as shown in the figure.The
structural arrangement of the stiffeners is based on the frame spacing adopted and and the
sections adopted for the stiffeners with its appropriate section modulus.
The various sections used in shipyard practice in welded construction are bulb
plates, I- sections, L-sections etc.The section modulus of the stiffener adopted is based on
the scantlings of the ship at that section.
FRAMING:
180
181
REFERENCES
SHIP DESIGN FOR EFFICIENCY AND ECONOMY
- SCHNEEKLUTHS
PRINCIPLES OF NAVAL ARCHITECTURE
- EDWARD LEWIS
PRINCIPLES OF NAVAL ARCHITECTURE
-RAWSON AND TUPPER
IRS, ABS, LRS, SOLAS, ILLC, IMO & MARPOL
REGISTRY OF SHIPS OF LRS, IRS, BV & ABS
MUCKLES NAVAL ARCHITECTURE
- W.MUCKLE & D.A.TAYLOR
SHIP DESIGN AND CONSTRUCTION
- ROBERT TAGGART
182
183